King Air 200 The Training Workbook. Copyright 2011

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2 King Air 200 The Training Workbook Copyright 2011 Douglas S. Carmody and Executive Flight Training LLC are not liable for the accuracy, effectiveness or safe use of this workbook and do not warrant that this aircraft manual or publication contains current information and/or revisions. Aircraft manuals and publications required for any reason other than training, study or research purposes should be obtained from the original equipment manufacturer. Reference herein to any specific commercial products by trade name, trademark, manufacturer, or otherwise, is not meant to imply or suggest any endorsement by, or affiliation with that manufacturer or supplier. All trade names, trademarks and manufacturer names are the property of their respective owners. All illustrations are the property of Hawker Beechcraft Corporation and used with permission. Passages and examples reprinted from Beechcraft Hawker Corporation's BE200 maintenance manual, and POH are used with permission. No part of this book may be copied without the expressed written permission of Douglas Carmody. All rights reserved. Published by Executive Flight Training LLC. Beaufort, SC

3 TABLE OF CONTENTS CHAPTER 1: AIRCRAFT - GENERAL INTRODUCTION TO THE KING AIR 200 AND B OBJECTIVES...11 GENERAL...12 NOSE SECTION...13 COCKPIT...13 LIGHTING SYSTEMS...15 CABIN CONFIGURATION...16 CABIN WINDOWS...22 EMERGENCY EXIT...24 INTERIOR DIVIDERS...24 AFT FUSELAGE...24 EMPENNAGE...25 WINGS...25 POWER PLANT...27 ELECTRICAL SYSTEM...27 PROPELLER SYSTEM...27 FUEL SYSTEM...27 ANTI-ICE/DE-ICE SYSTEMS...28 ENVIRONMENTAL SYSTEM...28 LIMITATIONS AIRSPEED LIMITATIONS...31 WEIGHT LIMITS...32 CENTER OF GRAVITY LIMITS...32 EMERGENCY PROCEDURES EXPANDED GENERAL PROCEDURES QUESTIONS CHAPTER 2: ELECTRICAL SYSTEM OBJECTIVES...38 ELECTRICAL POWER - DESCRIPTION AND OPERATION...39 BATTERY SYSTEM...41

4 DC GENERATION - DESCRIPTION AND OPERATION...42 STARTER-GENERATORS...43 GENERATOR CONTROL UNIT...43 STARTER-GENERATOR PARALLELING...44 OVER VOLTAGE PROTECTION...44 REVERSE CURRENT PROTECTION...45 OVER EXCITATION PROTECTION...45 COMPONENT LOCATION...45 AC GENERATION...46 EXTERNAL POWER...46 AVIONIC MASTER SWITCH...47 CIRCUIT BREAKERS...48 LIMITATIONS EXTERNAL POWER LIMITS...48 GENERATOR LIMITS...48 STARTER LIMITS...49 EMERGENCY ELECTRICAL PROCEDURES ABNORMAL ELECTRICAL PROCEDURES EXPANDED ELECTRICAL PROCEDURES QUESTIONS CHAPTER 3: ANNUNCIATOR SYSTEM OBJECTIVES...58 ANNUNCIATOR SYSTEM...58 WARNING PANEL...58 CAUTION/ADVISORY PANEL...59 ANNUNCIATOR LIMITATIONS ANNUNCIATOR EMERGENCY PROCEDURES ANNUNCIATOR ABNORMAL PROCEDURES QUESTIONS CHAPTER 4: FUEL SYSTEM OBJECTIVES...62 FUEL SYSTEM - DESCRIPTION AND OPERATION...62

5 FUEL GAUGES...64 FUEL DRAIN VALVES...64 FUEL VENTS...65 FUEL PUMPS...65 AUXILIARY FUEL TRANSFER SYSTEM...67 FUEL FILTERS...68 FUEL HEATER...69 CROSSFEED...69 FUEL PURGE SYSTEM...70 FUEL SYSTEM LIMITATIONS FUEL LIMITATIONS...70 APPROVED ENGINE FUELS...70 EMERGENCY ENGINE FUELS...70 LIMITATIONS ON THE USE OF AVIATION GASOLINE...71 APPROVED FUEL ADDITIVES ANTI-ICING ADDITIVES...71 FUEL BIOCIDE ADDITIVE...72 EMERGENCY FUEL SYSTEM PROCEDURES ABNORMAL FUEL PROCEDURES EXPANDED FUEL PROCEDURES QUESTIONS CHAPTER 5: ENGINE SYSTEM OBJECTIVES...79 GENERAL ENGINE DESCRIPTION...79 PROPULSION SYSTEM CONTROLS...80 TURBOPROP ENGINE SYMBOLS AND THEIR MEANINGS...82 AIR INTAKE SECTION...83 COMPRESSOR SECTION...83 COMPRESSOR BLEED VALVES...84 COMBUSTION SECTION...85 TURBINE SECTION...85 EXHAUST SECTION...86 REDUCTION GEAR SECTION...86

6 THE ACCESSORY SECTION...86 ENGINE LUBRICATION SYSTEM...86 OIL TANK...87 PUMPS...88 OIL FILTER...88 OIL COOLER...88 OIL TEMPERATURE...89 OIL PRESSURE...89 CHIP DETECTION...89 FUEL HEATER...89 ENGINE FUEL SYSTEM...90 FUEL CONTROL UNIT...90 STARTING AND IGNITION SYSTEM...91 AUTO IGNITION...92 FIRE DETECTION SYSTEM (BB-2 through BB-1438)...92 FIRE DETECTION SYSTEM (BB-1439 AND AFTER)...93 FIRE EXTINGUISHING SYSTEM...95 ENGINE SYSTEM LIMITATIONS EMERGENCY ENGINE SYSTEM PROCEDURES ABNORMAL ENGINE SYSTEM PROCEDURES EXPANDED ENGINE SYSTEM PROCEDURES ENGINE STARTING (EXTERNAL POWER) QUESTIONS CHAPTER 6: PROPELLERS OBJECTIVES GENERAL BASIC PRINCIPLES PROPELLER GOVERNOR PRIMARY GOVERNOR OVERSPEED GOVERNOR FUEL TOPPING GOVERNOR PROPELLER FEATHERING...119

7 AUTOFEATHER PROPELLER BETA AND REVERSING PROPELLER SYNCHROPHASER PROPELLER LIMITATIONS PROPELLER EMERGENCY PROCEDURES PROPELLER ABNORMAL PROCEDURES PROPELLER EXPANDED PROCEDURES QUESTIONS CHAPTER 7: PRESSURIZATION AND ENVIRONMENTAL SYSTEMS OBJECTIVES INTRODUCTION HEATING, COOLING AND PRESSURIZATION - DESCRIPTION AND OPERATION HEATING TEMPERATURE CONTROL - DESCRIPTION AND OPERATION AUTOMATIC OPERATION MANUAL HEAT OPERATION RADIANT HEAT PANELS ELECTRIC HEAT FRESH AIR VENTILATION COOLING - DESCRIPTION AND OPERATION AIR CONDITIONING TEMPERATURE CONTROL DESCRIPTION AND OPERATION AUTOMATIC OPERATION MANUAL COOL OPERATION FORWARD EVAPORATOR FREEZE PROTECTION PRESSURIZATION - DESCRIPTION AND OPERATION FLOW CONTROL UNIT OXYGEN SYSTEM PRESSURIZATION AND ENVIRONMENTAL SYSTEMS LIMITATIONS EMERGENCY PRESSURIZATION AND ENVIRONMENTAL SYSTEMS PROCEDURES

8 ABNORMAL PRESSURIZATION AND ENVIRONMENTAL SYSTEMS PROCEDURES PRESSURIZATION AND ENVIRONMENTAL SYSTEMS EXPANDED PROCEDURES PRESSURIZATION TEST OXYGEN SYSTEM PREFLIGHT INSPECTION QUESTIONS CHAPTER 8: LANDING GEAR, TIRES AND BRAKE SYSTEM OBJECTIVES GENERAL GROUND HANDLING TOWING PARKING NOSE LANDING GEAR DESCRIPTION AND OPERATION - MECHANICAL LANDING GEAR WARNING SYSTEM MECHANICAL LANDING GEAR SYSTEM DESCRIPTION AND OPERATION- HYDRAULIC LANDING GEAR WARNING SYSTEM HYDRAULIC LANDING GEAR SYSTEM TIRES HYDRAULIC BRAKE SYSTEM LANDING GEAR, TIRES AND BRAKE SYSTEM LIMITATIONS LANDING GEAR CYCLE LIMITS LANDING GEAR, TIRES AND BRAKE SYSTEM ABNORMAL PROCEDURES LANDING GEAR, TIRES AND BRAKE SYSTEM EMERGENCY PROCEDURES LANDING GEAR, TIRES AND BRAKE SYSTEM EXPANDED PROCEDURES QUESTIONS CHAPTER 9: PNEUMATIC AND VACUUM SYSTEM OBJECTIVES DESCRIPTION PNEUMATIC - DESCRIPTION AND OPERATION VACUUM SYSTEM - DESCRIPTION AND OPERATION...171

9 ENGINE BLEED-AIR-WARNING SYSTEM - DESCRIPTION AND OPERATION PNEUMATIC AND VACUUM SYSTEM LIMITATIONS PNEUMATIC AND VACUUM SYSTEM EMERGENCY PROCEDURES PNEUMATIC AND VACUUM SYSTEM ABNORMAL PROCEDURES PNEUMATIC AND VACUUM SYSTEM EXPANDED PROCEDURES QUESTIONS CHAPTER 10: ANTI-ICE SYSTEM OBJECTIVES DESCRIPTION ICE AND RAIN PROTECTION - DESCRIPTION AND OPERATION AIRFOIL DEICE BOOT - PROTECTIVE COATING AIR INTAKES DUAL-MOTOR INERTIAL ICE SEPARATION SYSTEM AIR INTAKE ANTI-ICE LIP BRAKE DEICE SYSTEM WINDOWS AND WINDSHIELDS PROPELLER DEICING PITOT HEAT STALL WARNING VANE HEAT ANTI-ICING SYSTEMS LIMITATIONS ANTI-ICE SYSTEM EMERGENCY PROCEDURES ANTI-ICE SYSTEM ABNORMAL PROCEDURES ELECTROTHERMAL PROPELLER DEICE (Manual System) ENGINE ICE VANE-FAILURE (L or R ICE VANE Annunciator) ANTI-ICE SYSTEM EXPANDED PROCEDURES QUESTIONS CHAPTER 11: FLIGHT CONTROLS OBJECTIVES FLIGHT CONTROLS ELEVATOR TRIM...196

10 CONTROL LOCKS GROUND MOORING/TOWING WING FLAPS YAW DAMPER STALL WARNING SYSTEM STALL WARNING ACTIVATES RUDDER BOOST FLIGHT CONTROL LIMITATIONS FLIGHT CONTROL EMERGENCY PROCEDURES FLIGHT CONTROL ABNORMAL PROCEDURES FLIGHT CONTROLS EXPANDED PROCEDURES QUESTIONS CHAPTER 12: PITOT STATIC SYSTEM OBJECTIVES PITOT AND STATIC PRESSURE SYSTEM OUTSIDE AIR TEMPERATURE PITOT STATIC SYSTEM LIMITATIONS PITOT STATIC SYSTEM EMERGENCY PROCEDURES PITOT STATIC SYSTEM ABNORMAL PROCEDURES QUESTIONS CHAPTER 13: OXYGEN SYSTEM OBJECTIVES OXYGEN SYSTEM - DESCRIPTION AND OPERATION AUTO DEPLOYMENT PASSENGER OXYGEN SYSTEM OXYGEN CYLINDERS OXYGEN PRESSURE-SENSE SWITCH OXYGEN SYSTEM LIMITATIONS OXYGEN SYSTEM EMERGENCY PROCEDURES OXYGEN SYSTEM ABNORMAL PROCEDURES QUESTIONS CHAPTER 14: POWER SETTINGS AND PROFILES

11 King Air 200 The Training Workbook 11 CHAPTER 1 AIRCRAFT - GENERAL INTRODUCTION TO THE KING AIR 200 AND B200 The King Air 200 workbook describes the airframe, engines and systems of the King Air 200 and B200. It is a compilation of operating information, tips and techniques that I have gathered over the past 20 years as a King Air pilot and instructor. It is an excellent refresher program but it is intended for training purposes only and is not a substitute for the POH. The Pilot's Operating Handbook shall take priority over anything written here. OBJECTIVES After completing this chapter, you will be able to: Locate and describe: Entry Door/Emergency Exit Avionics Area Fuselage Baggage Area Cabin Section Wing Section Fuselage Lights

12 12 King Air 200 The Training Workbook GENERAL The King Air 200 is a high performance, all metal, low wing aircraft that has been in continuous production since Originally introduced as the Super King Air, the word super was dropped in 1996 as a marketing decision. An updated and improved version of the airplane entered production in 1981 and became known as the B200. Approximately 3500 King Air 200 s are in service today with numerous variants, including cargo and military versions. The airplane is approved for day and night IFR and VFR flight operations and, if properly equipped, is capable of flight into known icing. It has fully cantilevered wings and a T-tail. By locating the horizontal stabilizer as high as possible, it stays out of the air disturbance created by the propellers. The advantages of this design are less airframe vibration, wider C.G. range, and fewer trim adjustments are necessary during airspeed or configuration changes. The fuselage is pressurized to the skin between fore and aft pressure bulkheads. The control cables, torque shafts, plumbing and wiring connections that pass through pressure walls are installed with fitted seals or plug connectors that minimize air leakage. Like most modern turboprops, the King Air 200 fuselage is of semimonocoque construction and is fabricated utilizing aluminum frames, bulkheads and keels that are reinforced by longerons and stringers. It is powered by two 850 SHP Pratt & Whitney turboprop engines. The 200 is equipped with two PT6A-41 engines while the B200 utilizes the PT6A-42. The -42 engine is also rated at 850 shp but has internal improvements that result in greater engine performance over a wider range of temperatures and altitudes. The engines incorporate a three-stage axial and a single stage centrifugal compressor which is driven by a single-stage reaction turbine. The engine has proven to be extremely reliable. Unscheduled engine shutdowns occur approximately once every 300,000 hours. Depending on the interior configuration, the airplane can accommodate up to 15 people, although the normal corporate configuration is 7-8 passengers.

13 King Air 200 The Training Workbook 13 NOSE SECTION The nose section of the airplane houses the radar antenna dish and the avionics bay. It also contains the hydraulic brake fluid reservoir, the vacuum system inlet and some components of the air conditioner. Except for the compressor, the nose section is un-pressurized and is accessed via removable panels on each side of the compartment. The radome is constructed of fiberglass allowing radar waves to pass through it easily. COCKPIT Seats The pilot's seats are adjustable both fore and aft, as well as vertically. Additionally, three tilt adjustments are possible. The seat adjustment lever is located under the front inboard corner of the seat. When held in the up position, the seat can be moved forward or aft as required. Lifting the release lever under the front outboard corner of the seat allows vertical adjustments to be made. Consistently good landings can be made by adjusting the vertical position of the seat to create an eye level at the center point of the windshield. The armrests pivot and can be raised or lowered as required. A preflight flow pattern is essential to the safe operation of the King Air by a single pilot. Flow patterns do not replace checklists but are used to methodically set up the aircraft prior to each phase of flight.

14 14 King Air 200 The Training Workbook Flow Patterns Because of the wide variation in switch location, each pilot should develop a flow pattern that incorporates their particular airplane. A good flow pattern starts at the end of the console and follows the diagram arrows. Each switch is checked and positioned for the pertinent phase of flight. This is a generic flow pattern that after completion should be followed by the appropriate checklist. Seat Belts The shoulder harness installation incorporates an inertia reel attached to the back of the seat. The two straps are worn with one strap over each shoulder and fastened into the lap belt. Spring loading at the inertia reel keeps the harness snug, but still allows normal movement required during flight. The inertia reel is designed to lock during sudden deceleration.

15 King Air 200 The Training Workbook 15 Oxygen Masks The quick donning oxygen masks for the crew are stored on the bulkhead behind the pilots. Newer aircraft are equipped with masks stowed directly above each pilot station. PILOT TIP Beards and mustaches should be trimmed so that they do not interfere with the proper sealing of the oxygen mask. LIGHTING SYSTEMS Cockpit Lights An overhead-light control panel, easily accessible to both pilots, incorporates a functional arrangement of all lighting systems in the cockpit. Each light group has its own rheostat switch placarded BRT - OFF. The MASTER PANEL LIGHTS - ON - OFF switch controls the overhead light control panel lights, fuel control panel lights, engine instrument lights, radio panel lights, subpanel and console lights, pilot and copilot instrument lights, and gyro instrument lights. The instrument indirect lights in the glareshield and overhead map lights are individually controlled by separate rheostat switches. The push-button FREE AIR TEMP switch, located on the left sidewall panel next to the gage, turns ON and OFF the lights near the outside air temperature gage. Cabin Lights A three-position interior light switch on the copilot's subpanel, placarded CABIN LIGHTS START BRIGHT - DIM - OFF, controls the fluorescent cabin lights. The switch to the right of the interior light switch activates the cabin NO SMOKING/FASTEN SEAT BELT signs and

16 16 King Air 200 The Training Workbook accompanying chimes. This three-position switch is placarded CABIN LIGHTS OFF. - NO SMOKE & FSB. The baggage-area light is controlled by a two-position switch just inside the airstair door aft of the door frame and is connected to the hot battery bus. A threshold light is located forward of the airstair door at floor level, and an aisle light is located at floor level aft of the spar cover. A switch adjacent to the threshold light turns both these lights on and off. When the airstair door is closed, all the lights controlled by the threshold light switch will extinguish. If the master switch is on, the individual reading lights along the top of the cabin may be turned on or off by the passengers with a push-button switch adjacent to each light. Exterior Lights Switches for the landing lights, taxi lights, wing ice lights, navigation lights, recognition lights, rotating beacons, and wing-tip and tail strobe lights are located on the pilot's sub-panel. They are appropriately placarded as to their function. Tail floodlights, if installed, are incorporated into the horizontal stabilizers and are designed to illuminate both sides of the vertical stabilizer. A switch for these lights, placarded LIGHTS - TAIL FLOOD - OFF, is located on the pilot's sub-panel. A flush-mounted floodlight forward of the flaps in the bottom of the left wing may be installed. This entry light provides illumination of the area around the airstair door, to provide passenger convenience at night. It is controlled by the threshold light switch just inside the door on the forward door frame, and will extinguish automatically whenever the cabin door is closed. PILOT TIP In fog or low visibility conditions, landing and taxi lights should be left off to reduce light reflections. CABIN CONFIGURATION Various configurations of passenger seats and couches can be installed. The standard airplane seats two pilots and seven passengers. All seats are equipped with seat belts and headrests. Some

17 King Air 200 The Training Workbook 17 passenger seats can be moved fore and aft by lifting the horizontal release bar that extends laterally under the front of adjustable seats. The seatbacks can be adjusted to any angle from fully upright to fully reclining, by depressing the release tab located on the side of the seat at the front inboard corner. When the tab is depressed and the passenger leans against the seatback, the seatback will slowly recline until the tab is released, or until the fully reclining position is attained. When no weight is placed against the seatback and the tab is depressed, the seatback will rise until the tab is released, or until the fully upright position is reached. The seatbacks of all occupied seats must be upright for takeoff and landing. An optional lateral-tracking passenger seat may be installed. These seats have a flat, rectangular release lever located underneath the front inboard corner of the seat. When this lever is lifted, the seats can be adjusted fore and aft, as well as laterally. When occupied these seats must be positioned against the cabin wall for takeoff and landing. The armrests can be raised and lowered by lifting the release tab located under the front end of the armrest. Hand held fire extinguishers are mounted in the cockpit beneath the copilot seat and in the passenger cabin beneath the last seat on the left side of the airplane. Toilet The aircraft is equipped with a chemical or electrically operated toilet that is normally installed across from the airstair door.

18 18 King Air 200 The Training Workbook An optional forward facing unit may be installed in the aft baggage compartment. Either installation is equipped with a hinged cushion cover turning the toilet into an additional passenger seat. The seat belt and shoulder harness for the toilet seat is attached to the bulkhead. Relief tubes are located on the left cabin side wall forward of the toilet and in the cockpit under the pilot's seat. PILOT TIP If a Monogram electrically flushing toilet is installed, the sliding knife valve should be open at all times, except when actually servicing the unit. Aft Baggage Compartment The 53.4 cubic foot aft cabin baggage compartment can be separated from the cabin by a partition or a folding curtain. It includes provisions for hanging bags as well and providing for up to 410 pounds of baggage storage. Optional folding jumpseats can be installed in the compartment. All baggage and cargo must be properly secured with the webbing provided.

19 King Air 200 The Training Workbook 19 PILOT TIP Do not carry children in the baggage compartment unless secured by a seatbelt in a seat. Storage and Dispensing Cabinetry A large pyramid cabinet is located just behind the left cockpit partition. It provides storage for coffee, water, liquor decanters, trash, cold beverages and ice. Additional storage space is also available in the two drawers installed beneath the couch and in the armrest cabinet located adjacent to the aft end of the couch. An optional cabinet can be installed forward of the main cabin aft partition. PILOT TIP Maximum content weight in each drawer is 30 pounds. Airstair Door The airstair entrance is attached to the airframe by a hinge at the bottom of the door. The door swings outward and downward when opened. A hydraulic damper allows the door to open slowly. As a result, it isn't necessary for a crew member to supervise when a passenger opens the door. A stairway forms an integral part of the door and provides for easy passenger access to the cabin. The internal door steps fold in when the door is closed and fold out automatically when the door is opened. While the door is open, it is supported by a plastic-encased cable, which also serves as a passenger handrail. Dual stair assist cables are available as an option on the B200. The forward assist cable is easily detachable to provide more room for loading large baggage or cargo into the airplane.

20 20 King Air 200 The Training Workbook Boarding lights built into the steps provide for passenger boarding at night. The door lights are powered by the hot battery bus so they can be controlled at a switch near the door without turning on the battery switch. Closing and latching the door will turn off the stair lights regardless of switch position. The door closes against an inflatable rubber seal which is installed around the opening in the door frame. Engine bleed air supplies pressure to inflate the door seal and provide a positive seal around the door. The door latching system incorporates 4 bayonet pins and 2 "J" hooks to ensure structural integrity. Proper latching of the door can be verified by both observing an annunciator light in the cockpit and by visually confirming the alignment position marks on the bayonet pins. A pressure lockout device prevents inadvertent unlocking of the door inflight. CAUTION ONLY ONE PERSON AT A TIME SHOULD BE ON THE DOOR STAIRWAY. Operation The door is operated by rotating the handle in the center of the door. The inside and outside handles are mechanically interconnected. To open the door from inside the airplane, push the

21 King Air 200 The Training Workbook 21 safety release button and rotate the handle counterclockwise. The handle is turned clockwise to open the door from outside the airplane. The release button acts as a safety device to help prevent accidental opening of the door by requiring a deliberate two handed operation to open. As an additional safety measure, a differential-pressure-sensitive diaphragm is incorporated into the release-button mechanism. The outboard side of the diaphragm is open to atmospheric air pressure and the inboard side to cabin air pressure. As the cabin to atmospheric air pressure differential increases, it becomes more difficult to depress the release button. The door is held securely to the airframe by two latch bolts at each side of the door and two latch hooks at the top of the door. These lock into the aircraft door frame to secure the airstair door when closed. The cabin DOOR UNLOCKED light in the annunciator panel remains illuminated until the cabin door is closed securely. When the door is closed and latched, the lower forward latch bolt compresses the switch mounted behind the latch plate in the doorway. When the handle is rotated to the locked position, a contact switch is actuated, removing current to the cabin DOOR UNLOCKED light. CAUTION If the DOOR UNLOCKED annunciator illuminates in flight, do not attempt to check the security of the door! If you have any reason to suspect that the door may not be securely locked, depressurize the cabin at a safe altitude and instruct all passengers to remain seated with their seatbelts fastened. Only after the airplane has made a full-stop landing and the cabin has been depressurized should you check the security of the cabin door. To close the door from outside the airplane: 1) Lift up the free end of the airstair door and push it up against the door frame as far as possible. 2) Grasp the door handle with one hand and rotate it clockwise as far as it will go. The door will move into the closed position. 3) Rotate the handle counterclockwise as far as it will go.

22 22 King Air 200 The Training Workbook 4) The release button will pop out and the door handle should be pointing aft. To close the door from inside the airplane: 1) Grasp the handrail cable and pull the airstair door up against the door frame. 2) Next, grasp the handle with one hand and rotate it counterclockwise as far as it will go while pulling inward on the door. The door will move into the closed position. 3) Then turn the handle clockwise as far as it will go. The release button should pop out, and the handle should be pointing down. 4) Check the security of the door by attempting to rotate the handle counterclockwise without depressing the release button. The handle should not move. 5) Lift the folded stairs to reveal a placard adjacent to the round observation window. The placard presents a diagram showing how the arm and shaft should be positioned. A red pushbutton switch near the window turns on a light inside the door to illuminate the area. 6) Proceed to check the visual inspection ports, one of which is located near each corner of the door. A green stripe painted on the latch bolt should be aligned with the black pointer. CAUTION IF ANY CONDITION SPECIFIED IN THIS DOOR-LOCKING PROCEDURE IS NOT MET, DO NOT TAKE OFF. PILOT TIP Only a crew member should operate the door. CABIN WINDOWS Cabin Exterior Windows Each cabin window is made of a sheet of clear, stretched, acrylic plastic and is seated in the window frame. The windows are part of the pressurization vessel and are capable of withstanding maximum cabin pressure differential. The plastic windows should be kept clean

23 King Air 200 The Training Workbook 23 and waxed at all times. Only approved Plexiglas cleaners such as Mirror Glaze, Permatex Plastic Cleaner or Parko Anti-Static Plastic Polish should be utilized. To prevent scratches and crazing, wash the windows carefully with plenty of mild detergent and water. Use the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may be used, but only to carry water to the window surface. Rinse the window thoroughly, and then dry it with a clean, moist chamois. Rubbing the surface of the plastic window with a dry cloth will serve only to build up an electrostatic charge that attracts dust. Remove oil and grease with a cloth moistened with kerosene. Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride, fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner. These liquids will soften the plastic and may cause crazing. After removing all dirt and grease from the window, it should be waxed with a good grade of commercial wax. The wax will fill in minor scratches and help prevent additional scratches. Apply a thin, even coat of wax and bring it to a high polish by rubbing lightly with a clean, dry, soft flannel cloth. Never use a power buffer; the heat generated by the buffing pad may soften the plastic. Polarized Interior Windows Two window panes composed of a film of polarizing material laminated between two sheets of acrylic plastic are installed on the inboard side of the window. The inner pane rotates freely in the window frame and has a protruding thumb knob near the edge. Rotation of this pane changes the relative alignment between the polarizing films which adjusts the degree of light transmission from full intensity to almost none. Do not leave the windows in the polarized position while parked on the ramp. Intense sunlight will cause deterioration of the polarizing material. NOTE Some King Air models have shade type window blinds.

24 24 King Air 200 The Training Workbook WARNING DO NOT LOOK DIRECTLY AT THE SUN, EVEN THROUGH POLARIZED WINDOWS. EYE DAMAGE COULD RESULT. EMERGENCY EXIT The emergency exit door (19 X 27 ) is located on the right cabin side wall just aft of the copilot's seat. Inside the airplane, the exit door is released by a pull-down handle. The exit can be opened from outside the aircraft by pulling on a flush mounted handle. The door is a non-hinged, plug-type which removes completely from the frame when the latches are released. The door can be locked from the inside with a key to prevent access from the outside. The inside handle will override the locking mechanism. The exit should be unlocked prior to flight to allow access to the cabin from the outside in the event of an emergency. The key remains in the lock when the door is locked and can be removed only when the door is unlocked. The key slot is in the vertical position when the door is unlocked. Removal of the key from the lock before flight assures the pilot that the door can be removed from the outside if necessary. INTERIOR DIVIDERS Interior dividers are provided by curtains or panels. AFT FUSELAGE The fuselage is designed and tested to meet fail-safe structural requirements. There is no scheduled retirement or replacement requirement for the fuselage.

25 King Air 200 The Training Workbook 25 The aft fuselage area contains the oxygen bottle and filler port. The oxygen bottle is located in an unpressurized aft compartment. Access to the compartment is through a door located on the bottom of the right side of the fuselage. This large lockable door on the lower surface of the fuselage immediately aft of the pressure bulkhead provides access for mechanics to reach avionics, flight controls, and other systems. All conditioned air passing out of the cabin through the outflow valves is ducted overboard rather than being expelled into the aft fuselage. This eliminates the potential for a large amount of moisture being condensed out into the fuselage area during flight. EMPENNAGE The empennage includes the rudder, horizontal stabilizer, vertical stabilizer, elevators, and the trim tabs. The airplane features a T-Tail empennage configuration. The aircraft is equipped with a rudder boost system which will automatically apply pressure to the appropriate rudder if an engine fails. All empennage control surfaces are mechanically operated via control cables and bellcranks. The flight control cable assemblies are pre-stretched prior to installation in the airframe. This extra manufacturing process reduces the likelihood that cables will slacken or lose tension in service. Both manual and electric trim are used for elevator trim. The elevators incorporate dual trim tab surfaces and actuators. Dual trim tabs provide symmetrical trim loading and system redundancy. The tabs are attached to the elevator with piano type hinges to improve strength and service life. Static wicks minimize the effects of static build up on the aircraft structures. The pneumatic de-ice boots are attached to the leading edges of the horizontal stabilizers. PILOT TIP One static wick can be missing from each side of the horizontal stabilizer and one can be missing from the vertical stabilizer. WINGS The airplane utilizes a NACA series wing shape. This airfoil exhibits a balance of good high speed performance and excellent low speed handling qualities. The NACA shape is much more tolerant of ice accumulation than a laminar flow wing. The aircraft has a wingspan of

26 26 King Air 200 The Training Workbook 54'6" and incorporates a 6 degree wing dihedral. The total wing area is 303 sq. feet. The Beech King Air 200 and B200 Series wing assembly consists of the center section and two outboard wing panels. The center section is attached to and becomes an integral part of the fuselage. The center section and outboard wing assemblies are semi-monocoque box construction. Both center section spars are I-beam sections built up from extruded aluminum. The wing structure incorporates continuous dual spar structures (front and rear) from tip to tip. The forward wing spar structure, the most critical element of the wing from a structural integrity standpoint, incorporates fail-safe type construction. The lower element of the forward spar cap is made up of 3 elements bonded together. If a flaw should develop in the cross section of any element, the flaw would stop progressing at the bond line of the adjoining element rather than progressing completely through the section. A sealed integral (wet wing) fuel tank is installed in the outboard end of each wing assembly. The tank interior is coated for corrosion protection. Inboard of the integral tanks, bladder fuel tanks are installed. Wing tips are fabricated from metal and include the nav light, strobe light, and recognition light. Compass sensors (flux valves) are located in the wing tips, away from electrical field interference. Two compass systems provide

27 King Air 200 The Training Workbook 27 for redundancy in the cockpit. Static wicks minimize the effects of static build up on the aircraft structures. PILOT TIP One static wick can be missing or broken on each wing. POWER PLANT The aircraft is powered by two 850 shp Pratt and Whitney PT6A-41 or PT6A-42 engines. The PT6 is a lightweight, free-turbine engine. It utilizes a three-stage axial compressor and a single stage centrifugal compressor. These compressors are driven by a single-stage reaction turbine. A two-stage reaction turbine, called the power turbine, drives the propeller shaft through a reduction gear box. The power turbine and the reaction turbine rotate independently of each other and there is no mechanical connection between the two. The engine is covered in detail in Chapter 5 of this workbook. ELECTRICAL SYSTEM The aircraft uses a dual fed 28 volt multiple bus electrical distribution system. D.C. power is provided by two 30 volt, 250 amp starter-generators. Either a NiCad or lead-acid 24 volt battery supplies starting and backup electrical power. Alternating current is supplied by two inverters. More information on the electrical system is supplied in Chapter 2 of this workbook. PROPELLER SYSTEM The aircraft is equipped with either a Hartzell or McCauley 3 or 4 blade propeller. They are full feathering, constant speed, reversing, variable pitch propellers mounted on the output shaft of the engine reduction gearbox. They are equipped with an auto-feathering system. More information on the propeller system is supplied in Chapter 6 of this workbook. FUEL SYSTEM The fuel system is a 544 usable gallon system with each wing divided into a main and an auxiliary system. The main system is comprised of five outboard wing tanks which include four

28 28 King Air 200 The Training Workbook bladder types and one wet-wing type and the nacelle bladder tank. These are all interconnected by gravity feed lines and flow into the nacelle tank. The fuel system is covered in detail in Chapter 4 of this workbook. ANTI-ICE/DE-ICE SYSTEMS The King Air is fully equipped for flight into known icing. De-icing equipment includes wing and tail deice boots and the anti icing equipment includes pitot heat, stall vane/ fuel vent heat, windshield heat, prop heat and engine inlet heat. An optional brake deice system is also available. More information on the anti ice/de-ice system is supplied in Chapter 10 of this workbook. ENVIRONMENTAL SYSTEM The environmental system consists of the bleed air pressurization system, heating and cooling systems and their associated controls. The environmental system is covered in detail in Chapter 7 of this workbook.

29 King Air 200 The Training Workbook 29 LIMITATIONS All airspeeds quoted in this section are indicated airspeeds (IAS) and assume zero instrument error. AIRSPEEDS FOR SAFE OPERATION (12,500 LBS) Maximum Demonstrated Crosswind Component. 25 Knots Takeoff (Flaps Up) Rotation 95 Knots 50-ft Speed Knots Takeoff (Flaps Approach)

30 30 King Air 200 The Training Workbook Rotation 94 Knots 50-ft Speed Knots Two-Engine Best Angle-of-Climb (Vx)..100 Knots Two-Engine Best Rate-of-Climb (Vy) Knots Cruise Climb: Sea Level to 10,000 feet Knots 10,000 to 20,000 feet.140 Knots 20,000 to 25,000 feet.130 Knots 25,000 to 35,000 feet.120 Knots Maximum Airspeed for Effective Windshield Anti-icing 226 Knots Maneuvering Speed (VA) Knots Turbulent Air Penetration..170 Knots For turbulent air penetration, use an airspeed of 170 knots. Avoid over-action on power levers. Turn off autopilot altitude hold. Keep wings level, maintain attitude and avoid use of trim. Do not chase airspeed and altitude. Penetration should be at an altitude which provides adequate maneuvering margins when severe turbulence is encountered. Landing Approach: Flaps Down..103 Knots Balked Landing Climb.100 Knots Intentional One-Engine-lnoperative Speed (VSSE) Knots Air Minimum Control Speed (VMCA)..86 Knots

31 King Air 200 The Training Workbook 31 AIRSPEED LIMITATIONS

32 32 King Air 200 The Training Workbook WEIGHT LIMITS Maximum Ramp Weight Maximum Take-off Weight Maximum Landing Weight Maximum Zero Fuel Weight 12,590 pounds 12,500 pounds 12,500 pounds 11,000 pounds Maximum Weight in Baggage Compartment: BB-1091 and after: When Equipped with Fold-up Seats When Not Equipped with Fold-up Seats 510 pounds 550 pounds Prior to BB-1091: When Equipped with Fold-up Seats When Not Equipped with Fold-up Seats 370 pounds 410 pounds CENTER OF GRAVITY LIMITS Aft Limit inches aft of datum at all weights Forward Limits inches aft of datum at 12,500 pounds, with straight line variation to inches aft of datum at 11,279 pounds inches aft of datum at 11,279 pounds or less.

33 King Air 200 The Training Workbook 33 EMERGENCY PROCEDURES The pilot in command of an aircraft is directly responsible for and is the final authority as to the operation of that aircraft. In an emergency requiring immediate action, the pilot in command may deviate from any rule in 14 CFR Part 91, Subpart A, General, and Subpart B, Flight Rules, to the extent required to meet that emergency. The following section deals with situations that require immediate and accurate action by the crew. Memory items are printed in bold type and should be completed in a timely manner. However, acting too rapidly may compound the emergency and place the aircraft in an unrecoverable situation. To prevent this, memory items must be accomplished methodically and must include coordination between the pilots. The following steps should be committed to memory and considered mandatory in any emergency: 1. Fly the airplane. 2. Identify the emergency. 3. Complete the appropriate checklist. BOLD TYPE INDICATES MEMORY ITEMS! CABIN OR CARGO UNLOCKED (CABIN DOOR Annunciator) WARNING DO NOT ATTEMPT TO CHECK THE SECURITY OF THE AIRSTAIR OR CARGO DOOR IN FLIGHT. REMAIN AS FAR FROM THE DOOR AS POSSIBLE WITH SEATBELTS SECURELY FASTENED. If the CABIN DOOR Annunciator illuminates, or If an Unlatched Airstair/Cargo Door is Suspected: 1. All Occupants - SEATED WITH SEAT BELTS SECURELY FASTENED

34 34 King Air 200 The Training Workbook 2. Cabin Sign - NO SMOKE & FSB 3. Cabin Differential Pressure - REDUCE TO LOWEST VALUE PRACTICAL (zero preferred) by descending and/or selecting higher cabin altitude setting. 4. Oxygen - AS REQUIRED 5. Land at nearest suitable airport. EMERGENCY EXIT Emergency Exit Handle - PULL (This is a plug-type door and opens into the cabin) CAUTION The outside handle may be locked from the inside with the EXIT LOCK lever. The inside EXIT- PULL handle will unlatch the door regardless of the position of the EXIT LOCK lever. Before flight, make certain the lock lever is in the unlocked position. On some models, the outside handle may be locked from the inside with a key. The inside handle will unlatch the door, regardless of the position of the key lock, by overriding the locking mechanism. Before flight, make certain the door is unlocked. SPINS If a Spin is entered inadvertently: 1. Control Column - FULL FORWARD 2. Full Rudder - OPPOSITE DIRECTION OF SPIN 3. Power Levers IDLE 4. Controls - NEUTRALIZE WHEN ROTATION STOPS 5. Execute a smooth pull out.

35 King Air 200 The Training Workbook 35 NOTE Federal Aviation Administration Regulations do not require spin demonstration of airplanes of this weight; therefore no spin tests have been conducted. The recovery technique is based on the best available information. EXPANDED GENERAL PROCEDURES CABIN DOOR ANNUNCIATOR CIRCUITRY CHECK The following test shall be performed prior to the first flight of the day. 1. Perform the following annunciator circuitry check: a. Battery - ON b. With door open and mechanism in locked position, ensure CABIN DOOR annunciator is ILLUMINATED. c. With door dosed and latched, but not locked, ensure the CABIN DOOR annunciator remains ILLUMINATED. d. With the door closed and locked, ensure that the CABIN DOOR annunciator is EXTINGUISHED. e. Battery - OFF 2. Ensure that the door is closed and locked using the following procedure: a. Ensure that the door handle will not move out of the locked position without depressing the release button. b. Lift the top door step and ensure that the red safety arm is around the plunger. Ensure that the green index mark on each of the 4 locking bolts aligns with the black pointer in the observation port.

36 36 King Air 200 The Training Workbook AIRPLANE GENERAL QUESTIONS 1) To open the emergency exit: a) Turn the release handle clockwise and pull the door down and in. b) Unlock the exit with the key and push the door out and away from the airplane. c) Turn the release handle counterclockwise and push the door out. d) Pull the door release handle downward and inward. 2) True or False: The nose section is pressurized. 3) The airplane can accommodate up to people. 4) Hand held fire extinguishers are located and. 5) Proper latching of the airstair door can be verified by: a) Observing the annunciator light in the cockpit. b) Confirmation of green position marks on the pins in the inspection ports. c) Observe the arm and shaft position in the observation window. d) All of the above. 6) True or False: On the ground, the polarized window shades should be left in the polarized position. 7) The oxygen bottle is located: a) In the nose section. b) In the aft fuselage area. c) In the baggage compartment. d) The airplane uses oxygen generators. 8) The maximum take-off weight is.

37 King Air 200 The Training Workbook 37 9) List: a) Va b) Vne c) Vlo d) Vle e) Vmc 10) The maximum zero fuel weight is. 11) True or False: The maximum ramp weight is 12,500lbs. 12) The maximum weight in the aft baggage compartment is. 13) What does the white triangle on the airspeed indicator represent? 14) What are the emergency procedures for an illuminated Door Light annunciator warning? 15) If the emergency exit has a key lock, can you remove the key if the door is locked? 16) If the emergency exit does not have a key lock, how do you ensure that it is locked? 17) Assuming the emergency exit is locked, can people enter the aircraft through it? 18) Assuming the emergency exit door is locked, can passengers exit the aircraft through the emergency hatch? 19) True or False: The aircraft is approved for spins.

38 38 King Air 200 The Training Workbook CHAPTER 2 ELECTRICAL SYSTEM OBJECTIVES After completing this chapter, you will be able to: 1) Locate the switches for the: a. Battery b. Generators c. Inverters 2) Locate the following indicators: a. DC load/volt meters b. AC frequency/volt meters 3) On the annunciator panel state the color, probable cause for illumination and corrective action (if required) for the following: a. Generator b. Inverter (if required) c. Battery charge d. Ignition 4) Utilizing the aircraft electrical schematic locate: a. Battery b. Hot-wired bus c. Generators d. Current limiters e. Generator busses f. Dual fed busses

39 King Air 200 The Training Workbook 39 g. Ground power plug h. Inverters 5) Trace the DC power distribution from: a. Battery only b. Single generator only c. Two generators d. External power unit 6) State the procedures for conducting a: a. Current limiter check b. Normal engine start 7) State procedure for detecting: a. A failed current limiter b. A failed current limiter combined with loss of DC generator. 8) List acceptable voltage, amperage and polarity for external power unit. 9) Trace AC power distribution. ELECTRICAL POWER - DESCRIPTION AND OPERATION The Beech Super King Air 200 electrical system is a 28-volt DC, "dual fed" bus system with a negative ground. During normal operation, primary electrical power is supplied by two 30-volt, 250- ampere DC starter-generators. The secondary source of power is a 24-volt nickel-cadmium battery or a 24-volt lead-acid battery. Volt/load meters are located on the overhead panel and indicate the load on each generator. The generator buses are interconnected by the isolation bus through two 325-ampere current limiters. The current limiters will isolate the battery from a fault on a generator bus. The current limiters should be checked prior to each flight. A reading of zero on the left or right volt meter indicates that the current limiter is out on the side reading zero. The entire bus system operates as a single bus, with power being supplied either by the battery or the generators. There are four dual-fed sub-buses which receive power from either the left or right generator bus after passing through a 60-amp limiter, a 70-amp diode, and a 50-amp circuit

40 40 King Air 200 The Training Workbook breaker. All aircraft electrical loads are divided among these buses. The equipment on the buses is arranged so that all items with duplicate functions, such as right and left landing lights, do not share a common bus. A dual inverter system is installed on the aircraft to provide AC power for certain engine instruments and avionics equipment. The left generator bus powers the number 1 inverter and the right generator bus powers the number 2 inverter. The INVERTER selector switch, located on the pilot's sub-panel, activates the selected inverter and provides 400-hertz, 115-volt, alternating current to the avionics equipment, and 400-hertz, 26 VAC to the torquemeters. The battery is capable of starting the engines and can provide up to 30 minutes of backup power in the event of a dual generator failure. PILOT TIP During the second engine start, turn off the operating engine s generator. Attempting to start the second engine while the operating engine s generator is energized will damage the 325A current limiters. This procedure is not required on S/Ns BB 1444 and later.

41 King Air 200 The Training Workbook 41 BATTERY SYSTEM A fully charged battery should be able to provide sufficient stored energy for reserve or emergency power requirements in the event of a dual generator failure. As the sole source of electrical power, the battery should provide adequate power for approximately 30 minutes. The battery's voltage can be checked by using the volt/load meters located on the overhead panel. Pressing the knobs on both load meters checks the battery voltage and the condition of the current limiters. No voltage indicates that a current limiter is out. Adequate starting performance is not always indicative of a good battery. Normally, a periodic capacity check of the battery is required at 18 month intervals. The airplane is equipped with a 24-volt, 36-ampere-hour nickelcadmium battery or a 24-volt, 42-ampere-hour capacity sealed lead-acid battery. Many King Air operators have elected to remove the NiCad battery and replace it with the 24 volt, 42 ampere-hour lead-acid battery. Since lead-acid batteries have a straight line voltage drop as the battery discharges, the aircraft manufacturer was concerned with high ITT temperatures during engine start. This concern has proven to be unfounded and the lower costs and ease of operation of lead-acid batteries have outweighed any advantages of the NiCad batteries. Normally, converting a King Air from a NiCad battery to a lead-acid battery also involves removal or disconnection of the BATTERY CHARGE annunciator light. If the airplane is equipped with the NiCad battery, a battery charge light is installed on the annunciator panel to warn the pilot of an abnormally high battery charge rate. This condition can lead to a thermal runaway of the nickel-cadmium battery. If this occurs, the pilot should follow the checklist procedure which will isolate the battery from the charging system before further battery damage occurs. The most common cause of the thermal runaway is damage to the gas barrier between the plates resulting from overcharging the battery at a high rate and high temperatures. During normal operation, the idle current of the battery is less than one amp. It increases significantly above this normal level when the battery is charged at an elevated temperature or from a high charge voltage. For this reason, the battery case incorporates a thermostatically controlled air vent to provide cooling air flow around the battery. The vent is located on the underside of the battery box. The battery monitor system provides an indication of

42 42 King Air 200 The Training Workbook the high charge current resulting from high battery temperature, high charging voltage or gas barrier damage. The system will illuminate the BATTERY CHG annunciator during battery recharge to provide a self-test of the system. Following an engine start, the BATTERY CHG annunciator illuminates and remains on for approximately five minutes until the battery approaches full charge. If the annunciator light remains on longer than five minutes, the battery was in a low state of charge or has gas barrier damage. After the BATTERY CHG annunciator light extinguishes, it should remain off for the duration of the flight. PILOT TIP The battery may be damaged if exposed to voltages higher than 30V for extended periods of time. DC GENERATION - DESCRIPTION AND OPERATION The major components of the DC generation and control system include the two startergenerators and the battery. These three power sources are controlled by the generator and battery switches which are located under the MASTER SWITCH gang bar on the pilot's outboard subpanel. In order to turn the generator ON, the generator switch must be held upward in the reset position for one full second. It is then released to the ON position. Whenever the generator control switch is in the OFF position, battery voltage is routed from the generator control circuit breaker through the generator control switch and the normally closed contacts of the field disconnect relay to the coil of the field grounding relay. This energizes the field grounding relay which grounds the field of the respective starter-generator to the airframe structure. Regulator power is interrupted and, consequently, generator operation is disabled whenever the generator control switch is OFF or when the respective engine is being started.

43 King Air 200 The Training Workbook 43 STARTER-GENERATORS The starter-generators are dual purpose, 30-volt, 250-ampere DC units which produce torque for engine starts or generate electrical current to meet the airplane electrical loads. The generator buses are interconnected by two 325-ampere current limiters. During an engine start, the starter generator acts as a starter and drives the engine compressor section through the accessory gearing. As the compressor turns, the starter generator can draw up to 1,100 amperes initially before dropping off to 300 amperes as the engine accelerates to approximately 20% N1. Once on line, generator voltage and load can be monitored by using the volt/load meter on the overhead panel. GENERATOR CONTROL UNIT Aircraft BB-89 and subsequent The generator control units (GCU) are self-contained components mounted below the center aisle floor forward of the main spar. Each starter-generator has its own GCU to provide voltage regulation, generator paralleling, reverse current sensing, and over-voltage and over-excitation protection. During normal operation, each generator control unit monitors starter-generator output voltage and controls the field excitation to maintain a constant load under varying operating conditions such as speed, load and temperature. Before the GCU can regulate startergenerator output, it must use residual voltage to build starter-generator output to a level that the regulation circuit can control. When residual voltage is applied, the starter-generator field is excited and output is increased to a level sufficient for the regulator circuit to control. Startergenerator output is adjusted by the regulator circuit to maintain ±0.25 vdc. If no overvoltage is present and the starter-generator output is at least 0.6 vdc greater than bus voltage, the reverse current relay is energized and starter- generator output is connected to the generator bus. The applicable yellow DC GEN caution annunciator is illuminated anytime the reverse

44 44 King Air 200 The Training Workbook current relay is open. When the reverse current relay is closed, the annunciator will extinguish and the volt/loadmeters should indicate starter-generator output. Aircraft BB-2 through BB-89 On these aircraft a voltage regulator provides voltage regulation, generator paralleling, reverse current sensing, and over-voltage and over-excitation protection. Each generator is equipped with a voltage regulator that maintains a constant voltage output. STARTER-GENERATOR PARALLELING The generator system is designed so that the starter-generators loads are within 10% of each other when the starter-generators are operating above 25% of their rated output. The startergenerators must both be operating at equal speeds of 57% N1 or greater for dependable paralleling. The starter- generators should share the system load within 25 amperes (a difference of 0.1 on the loadmeters) with both engines at equal speeds of 57% N1 or greater. The startergenerators will not parallel below 0.25 electrical load per starter-generator, at unequal engine speeds or at speeds below 57% N1. Adjustments of regulator voltage are automatically performed by the GCU's to ensure proper paralleling. Normally, the field power of the startergenerator carrying the greater load is reduced, while the field power of the unit carrying the smaller load is increased, until both units are carrying approximately the same load. Anytime one starter-generator is on-line and the other is off-line at the same voltage, the paralleling circuit will cause the regulators to decrease output voltage of the former and increase output voltage of the latter, until both starter-generators are on-line. PILOT TIP During an engine start, ensure that the generator switch is in the OFF position. This prevents the generation of field current during engine start. The presence of field current during an engine start will reduce the torque available from the starter and may lead to a hotter start. OVER VOLTAGE PROTECTION

45 King Air 200 The Training Workbook 45 The generator control units (GCU) monitor starter-generator output voltage for excessive voltage that could potentially damage the airplane electrical system. The overvoltage relay is set to trip at 32 to 34 volts. If an overvoltage condition occurs, the overvoltage relay will trip and remove the affected starter-generator from the bus. This will leave the remaining starter-generator carrying the entire aircraft's electrical load. The resultant load read on the volt load meter will depend upon starter-generator speed, electrical load and the nature of the fault. Normally, one generator is capable of handling the entire aircraft's electrical load. This overvoltage protection circuit requires a manual reset of the starter-generator to bring the starter-generator back on-line. REVERSE CURRENT PROTECTION If the generator field becomes under excited for any reason, or the starter-generator slows down to the point where it can no longer maintain a positive load, (such as during an engine shutdown) the starter-generator will begin to draw current from the airplane bus. This is defined as reverse current. The reverse current protection function senses starter-generator reverse current passing through the windings of the starter-generator and determines if the starter-generator has become a load rather than a power source. If reverse current is present, the GCU will open the line contactor relay and remove the starter-generator from the bus. OVER EXCITATION PROTECTION Over excitation protection is provided by the GCU. The GCU over excitation protection circuit will activate in the event that starter-generator voltages begins to increase without control, but does not go into over-voltage. If the generator field reaches its design limit, the generator will drop off-line. When a failure causes excessive field excitation, the affected starter-generator will attempt to carry the airplane's entire electrical load. During normal operation, this is sensed at the GCU by comparing voltages of the starter-generators. A starter-generator will be de-energized if generator bus voltage is greater than 28.5 vdc and the current output differs between startergenerators by more than 15 percent for 5 seconds. This circuit functions during parallel operation only and does not require an overvoltage fault to trip the generator off-line. COMPONENT LOCATION

46 46 King Air 200 The Training Workbook The voltage regulators, current limiters, paralleling rheostats, overvoltage relays, reverse current relays, volt/loadmeter shunts, and generator bus feeder limiters, are all located beneath the floor panels in the center aisle forward of the main spar. AC GENERATION AC power is supplied by one of two inverters installed in the wing center section outboard of each engine nacelle. An inverter select switch, placarded INVERTER NO 1, OFF, INVERTER NO 2 is located on the pilot's subpanel. When either inverter is selected, DC power is supplied to that inverter and connects 26 VAC and 115 VAC outputs to various instruments and systems requiring AC power. Typical avionics that use AC power include the autopilot/flight director, RMI, attitude gyro and the ADF. On aircraft BB-1095 and prior, the torquemeters are also AC powered. The inverter warning annunciator light is energized anytime the inverter fails or power is removed. The warning light on the King Air 200 reads INST INV while the warning light on the B200 reads INVERTER. The AC meter is located on the overhead panel adjacent to the DC volt/load meters. The meter normally monitors frequency, unless the button in the lower left hand corner of the meter is pressed, at which time it will display voltage. For normal operation, the 115v inverter output must be VAC at Hz. EXTERNAL POWER The external power receptacle is located on the right wing just outboard of the engine nacelle. The receptacle is designed for use with an auxiliary ground unit having a standard AN plug. A switch in the external power plug receptacle illuminates a yellow caution light, EXT PWR, on the caution/advisory annunciator panel. This annunciator light receives power from the hot battery bus. A voltage of 24 to 28 VDC is required to close the external power relay. The airplane electrical system is protected against damage from reverse polarity by a relay and diode in the external power circuit. When an external power source is used, the Ground Power Unit (GPU) must be capable of producing 1000 amperes for 5 seconds, 500 amperes for two minutes and 300 amperes continuously. Use of an inadequate

47 King Air 200 The Training Workbook 47 ground power unit can cause damage to the airplane's electrical system. External power can be used to operate all of the airplane s electrical equipment, including the avionics. PILOT TIP The output setting must not be set to exceed 1000 amperes on ground power units. Any current set in excess of 1000 amperes may over-torque and damage the starter. Observe the following precautions when using an external power source: a) Use only an auxiliary power source that is negatively grounded. If the polarity of the power source is unknown, determine the polarity with a voltmeter before connecting the unit to the airplane. Only use a ground power source equipped with an AN-type plug. b) Before connecting an external power unit, turn off all radio equipment and generator switches, but turn the battery on to protect transistorized equipment against transient voltage spikes. c) If battery voltage indicates less than 20 volts, the battery must be recharged or replaced with a battery indicating 20 volts or greater, before using auxiliary power. The battery switch must be ON when starting engine with auxiliary power, and generators should be OFF until auxiliary power has been disconnected. AVIONIC MASTER SWITCH The avionics systems installed on each airplane usually consist of individual nav/com units, each having its own ON OFF switch. Avionics packages will vary on different airplane installations. Due to the large number of individual receivers and transmitters, a Beech avionics master switch placarded AVIONICS MASTER POWER is installed on the pilot's panel.

48 48 King Air 200 The Training Workbook PILOT TIP Voltage is required to energize the avionics power relays in order to remove power from the avionics equipment. CIRCUIT BREAKERS Both AC and DC power are distributed to the various aircraft systems via two separate circuit breaker panels which protect most of the components in the airplane. The smaller panel is located below the fuel gauges and to the left of the pilot. The larger panel is located to the right of the copilot's position. Each of the circuit breakers has its amperage rating printed on it. Procedures for tripped circuit breakers, and other related electrical system warnings, can be found in the "Emergency" section of the Pilot's Operating Handbook. However, if a non-essential circuit breaker on either of the two circuit breaker panel s trips while in flight, do not reset it. Resetting a tripped breaker can cause further damage to the component or system and may result in a fire. If an essential system circuit breaker trips, wait 30 seconds and then reset it. If it fails to reset, DO NOT attempt to reset it again. Take corrective action according to the procedures in the "Emergency" section of your POH. EXTERNAL POWER LIMITS LIMITATIONS External power carts must be set to volts and be capable of generating a minimum of 1000 amps momentarily and 300 amps continuously. GENERATOR LIMITS Maximum sustained generator load is limited as follows: In Flight: Sea Level to 31,000 feet altitude -100% Above 31,000 feet altitude - 88%

49 King Air 200 The Training Workbook 49 Ground - 85% STARTER LIMITS Use of the starter is limited to: 40 seconds ON, 60 seconds OFF. 40 seconds ON, 60 seconds OFF. 40 seconds ON, then 30 minutes OFF. EMERGENCY ELECTRICAL PROCEDURES The pilot in command of an aircraft is directly responsible for and is the final authority as to the operation of that aircraft. In an emergency requiring immediate action, the pilot in command may deviate from any rule in 14 CFR Part 91, Subpart A, General, and Subpart B, Flight Rules, to the extent required to meet that emergency. The following section deals with situations that require immediate and accurate action by the crew. Memory items are printed in bold type and should be completed in a timely manner. However, acting too rapidly may compound the emergency and place the aircraft in an unrecoverable situation. To prevent this, memory items must be accomplished methodically and must include coordination between the pilots. The following steps should be considered mandatory in any emergency:

50 50 King Air 200 The Training Workbook 1) Fly the airplane. 2) Identify the emergency. 3) Complete the appropriate checklist. BOLD TYPE INDICATES MEMORY ITEMS! SMOKE AND FUME ELIMINATION Attempt to identify the source of smoke or fumes. Smoke associated with electrical failures is usually gray or tan in color, and irritating to the nose and eyes. Smoke produced by environmental system failures is generally white in color, and much less irritating to the nose and eyes. If smoke is prevalent in the cabin, cabin oxygen masks should not be intentionally deployed. If masks are automatically deployed due to an increase in cabin altitude, passengers should be instructed not to use them unless the cabin altitude exceeds 15,000 feet. ELECTRICAL SMOKE OR FIRE 1) Oxygen a) Oxygen System Ready - PULL ON (Verify) b) Crew (Diluter Demand Masks) - DON MASKS (100% position) c) Mic Selector - OXYGEN MASK d) Audio Speaker - ON 2) Cabin Temp Mode OFF 3) Vent Blower AUTO 4) Aft Blower (if installed) OFF 5) Avionics Master OFF 6) Nonessential Electrical Equipment - OFF If Fire or Smoke Ceases: 7) Individually restore avionics and equipment previously turned off.

51 King Air 200 The Training Workbook 51 8) Isolate defective equipment. WARNING DISSIPATION OF SMOKE IS NOT SUFFICIENT EVIDENCE THAT A FIRE HAS BEEN EXTINGUISHED. IF IT CANNOT BE VISUALLY CONFIRMED THAT NO FIRE EXISTS, LAND AT THE NEAREST SUITABLE AIRPORT. If Smoke Persists or if Extinguishing of Fire is Not Confirmed: 9) Cabin Pressure DUMP 10) Land at the nearest suitable airport. NOTE Opening a storm window (after depressurizing) will facilitate smoke and fume removal. INVERTER FAILURE 1) Select other inverter. ABNORMAL ELECTRICAL PROCEDURES GENERATOR INOPERATIVE (L or R DC GEN Annunciator) 1) Loadmeter - VERIFY GENERATOR IS OFF (0% LOAD) 2) Generator - RESET, THEN ON If generator will not reset: 1) Generator OFF 2) Loadmeter - DO NOT EXCEED 100% (88% Above 31,000 feet)

52 52 King Air 200 The Training Workbook BATTERY CHARGE RATE (BATTERY CHARGE Annunciator) Ground Operations: The BATTERY CHARGE annunciator will illuminate after an engine start. Do not take off with the annunciator illuminated unless a decreasing battery charge current is confirmed. See Nickel- Cadmium Battery Check in POH. In Flight: In-flight illumination of the BATTERY CHARGE annunciator indicates a possible battery malfunction. 1) Battery Switch OFF 2) BATTERY CHARGE Annunciator Extinguished - CONTINUE TO DESTINATION BATTERY CHARGE Annunciator Still Illuminated - LAND AT NEAREST SUITABLE AIRPORT. EXCESSIVE LOADMETER INDICATION (over 100%) 1) Battery - OFF (monitor loadmeter) If Loadmeter Still Indicates Above 100%: 1) Nonessential Electrical Equipment OFF If Loadmeter Indicates 100% or Below. 1) Battery ON CIRCUIT BREAKER TRIPPED 1) Nonessential Circuit - DO NOT RESET IN FLIGHT 2) Essential Circuit:

53 King Air 200 The Training Workbook 53 a) Circuit Breaker - PUSH TO RESET b) If Circuit Breaker Trips Again - DO NOT RESET BUS FEEDER CIRCUIT BREAKER TRIPPED (Fuel Panel Bus Feeders and Right Circuit Breaker Panel Bus Feeders) - A short is indicated, do not reset in flight. AVIONICS MASTER POWER SWITCH FAILURE If the Avionics Master Power Switch Fails to Operate in the ON Position: 1) Avionics Master Circuit Breaker PULL PILOT TIP Turning on the Avionics Master Power switch removes power that holds the avionics relay open. If the switch fails to the OFF position, pulling the Avionics Master circuit breaker will remove power to the relay and should restore power to the avionics buses. EXPANDED ELECTRICAL PROCEDURES HOT BATTERY BUS CHECK WITH THE BATTERY SWITCH OFF. 1) Fuel Firewall Valves CLOSED 2) Standby Boost Pumps ON - Listen for operation. 3) Battery Switch ON -FUEL PRESS lights illuminate immediately. 4) Fuel Firewall Valves OPEN -FUEL PRESS lights extinguish. 5) Standby Boost Pumps OFF - FUEL PRESS lights illuminate. CURRENT LIMITER CHECK

54 54 King Air 200 The Training Workbook 1) One Generator TURN OFF EITHER LEFT OR RIGHT 2) Left and Right Volt/Loadmeters PRESS BOTH 3) 28 volts on both loadmeters NORMAL 4) Less than 28 volts on any loadmeter FAILED CURRENT LIMITER

55 King Air 200 The Training Workbook 55 ELECTRICAL SYSTEM QUESTIONS 1) List the items on the hot battery bus (hot wired items). 2) What is the primary source of electrical power for the BE-200? a) The NiCad or lead-acid battery. b) Ground power. c) The two 250 amp starter-generators. d) Both a & b above. 3) Why is the King Air 200 electrical system called "Dual Fed"? 4) The purpose of the inverter is to: a) Provide alternating current to all avionics. b) Convert AC current into DC current. c) Convert direct current into alternating current. d) Provide DC power to certain aircraft systems. 5) The King Air 200 has two volt and AMP D.C. starter -generators that are regulated to volts ±.25 volts. 6) True or False: Certain engine instrument gauges use AC power. 7) What is the minimum the battery voltage for a battery start? 8) True or False: The starter-generators may be used for 100% of their rated load continuously. 9) List the GPU setting for starting: amps volts. 10) What is the function of the two 325 amp current limiters? 11) What are the 4 primary functions of the Generator Control unit? 12) What does the reverse current relay do?

56 56 King Air 200 The Training Workbook 13) How many amps can the lead-acid battery provide for 1 hour? a) 34 b) 42 c) 24 d) 12 14) True or False: While utilizing external power, the battery switch should be on. 15) Where is the battery located? a) In the left wing center section. b) In the aft compartment. c) In the right wing center section. d) In the nose compartment. 16) When a generator is off-line, what indication is present? a) A yellow DC GEN light is illuminated. b) The Generator switch is in the OFF position. c) A green DC GEN light is illuminated. d) A red DC GEN light is illuminated. 17) Where is the external power plug receptacle located? a) Under the left wing. b) On the left aft fuselage. c) Under the right wing, outboard of the engine nacelle. d) On the right forward fuselage. 18) When an engine is being started, in what position should the starting engine's GEN switch be? a) RESET b) ON c) OFF 19) What indication is provided to alert the operator that an external power plug is connected to the airplane?

57 King Air 200 The Training Workbook 57 a) An audible tone. b) An EXT PWR light. c) A master warning light. d) Fluctuating generator meters. 20) How many inverters are there? a) 1 b) 2 c) 3 d) 4 21) What is the rating of each inverter? a) 28-volt and 26-volt, 400 Hz b) 24-volt and 130-volt, 60 Hz c) 115-volt and 26-volt, 400Hz d) 30-volt and 115-volt, 120 Hz 22) What are the starter limits? a) 40 seconds ON, 60 seconds OFF, 40 seconds ON, 60 seconds OFF, 40 seconds ON, 30 minutes OFF b) 10 seconds ON, 30 seconds OFF, 40 seconds ON, 60 seconds OFF, 60 seconds ON, 90 seconds OFF c) 20 seconds ON, 60 seconds OFF, 20 seconds ON, 60 seconds OFF, 20 seconds ON, 90 minutes OFF d) 15 seconds ON, 50 seconds OFF, 15 seconds ON, 60 seconds OFF, 10 seconds ON, 5 minutes OFF 23) Explain how to check the current limiters.

58 58 King Air 200 The Training Workbook CHAPTER 3 ANNUNCIATOR SYSTEM OBJECTIVES After completing this chapter, you will be able to: 1) Identify the components of the annunciator system. 2) Describe the light dimming procedure. 3) Describe the Master Warning and Master Caution features. 4) Explain the significance of the light colors used in the annunciator panel. ANNUNCIATOR SYSTEM The annunciator system consists of a red warning annunciator panel located in the center of the glareshield, and a yellow caution and green advisory annunciator panel located on the center subpanel. Two red MASTER WARNING flashers are located in the glareshield in front of each pilot. The two yellow MASTER CAUTION flashers are located just inboard of the MASTER WARNING flashers and the PRESS TO TEST button is located immediately to the right of the warning annunciator panel. L ENG FIRE INVERTER CABIN DOOR ALT WARN R ENG FIRE L FUEL PRESS R FUEL PRESS L OIL PRESS L GEN OVHT A/P TRIM FAIL R GEN OVHT R OIL PRESS L CHIP DETECT L BL AIR FAIL A/P DISC R BL AIR FAIL R CHIP DETECT WARNING PANEL L DC GEN HYD FLUID LOW PROP SYNC ON RVS NOT READY R DC GEN DUCT OVERTEMP L ICE VANE BATTERY CHARGE EXT PWR R ICE VANE L AUTOFEATHER ELEC TRIM OFF AIR COND N1 LOW R AUTOFEATHER L ICE VANE EXT BRAKE DEICE ON LDG/TAXI LIGHT PASS OXY ON R ICE VANE EXT L IGNITION ON L BL AIR OFF FUEL CROSSFEED R BL AIR OFF R IGNITION ON

59 King Air 200 The Training Workbook 59 CAUTION/ADVISORY PANEL The annunciator lights are the word-readout type. Whenever a fault condition covered by the annunciator system occurs, a signal is generated and the appropriate annunciator is illuminated. If the fault requires the immediate attention and reaction of the pilot, the appropriate red warning annunciator in the glareshield panel illuminates and both MASTER WARNING flashers begin flashing. Any annunciator light illuminated on the warning panel will remain on until the fault is corrected. However, the MASTER WARNING flashers can be extinguished by pushing the face of either MASTER WARNING flasher, even if the fault is not corrected. This allows the MASTER WARNING flashers to reset and be ready to displaying additional warnings. After the fault that caused the warning to illuminate is corrected, the affected warning annunciator will extinguish, but the MASTER WARNING flashers will continue flashing until one of them is depressed. Whenever an annunciator-covered fault occurs that requires the pilot's attention but not his immediate reaction, the appropriate yellow caution annunciator in the caution/ advisory panel illuminates, and both MASTER CAUTION flashers begin flashing. The flashing MASTER CAUTION lights can be extinguished by pressing the face of either of the flashing lights to reset the circuit. This action resets the Master Caution panel and if another fault occurs causing a caution annunciator light to illuminate, the MASTER CAUTION flashers will be activated again. An illuminated caution annunciator on the caution/advisory annunciator panel will remain on until the fault condition is corrected, at which time it will extinguish. However, the MASTER CAUTION flashers will continue flashing until one of them is depressed. The caution/advisory annunciator panel also contains the green advisory annunciators. There are no master flashers associated with these annunciators, since they are only advisory in nature. They indicate a functional situation that does not demand the immediate attention or reaction of the pilot. An advisory annunciator can be extinguished only by correcting the condition indicated on the illuminated lens. All warning, caution, and advisory annunciator lights and the yellow MASTER CAUTION flashers feature a "bright" and a "dim" mode of illumination intensity. The "dim" mode will be selected automatically whenever all of the following conditions are met: 1) A generator is on-line. 2) The overhead flood lights are off.

60 60 King Air 200 The Training Workbook 3) The pilot flight lights are on. 4) The ambient light level in the cockpit is below a preset value. Unless all of these conditions are met, the "bright" mode will be selected automatically. On later airplanes, and earlier airplanes with modified annunciator circuitry, The MASTER WARNING flasher also features both a "bright" and "dim" mode of illumination. The lamps in the annunciator system should be tested before every flight, and anytime the integrity of a lamp is in question. Depressing the PRESS TO TEST button, located to the right of the warning annunciator panel in the glareshield, illuminates all the annunciator lights, MASTER WARNING flashers, and MASTER CAUTION flashers. Any lamp that fails to illuminate when tested should be replaced. PILOT TIP The annunciator light bulbs can be changed by pressing in the center of the indicator and removing it from the panel. Pull the bulb from the rear of the panel and replace it with a new #327 bulb. ANNUNCIATOR LIMITATIONS NONE ANNUNCIATOR EMERGENCY PROCEDURES NONE ANNUNCIATOR ABNORMAL PROCEDURES NONE

61 King Air 200 The Training Workbook 61 ANNUNCIATOR SYSTEM QUESTIONS 1) Name the three annunciator panels and the color of the lights associated with these panels. 2) The annunciator system features master warning and master caution flashers. Where are these located? 3) What would make them illuminate? 4) The annunciator panels will automatically dim when: (Circle correct answer) a) The master light switch is: (On, Off) b) The pilot's flight light switch is: (On, Off) c) The overhead flood light switch is: (On, Off) d) The cockpit light level is: (Low, High) e) At least one generator is: (Off, On)

62 62 King Air 200 The Training Workbook CHAPTER 4 FUEL SYSTEM OBJECTIVES After completing this chapter, you will be able to: 1) Identify fuel system controls, components, functions and gauges. 2) Explain fuel annunciator lights, probable cause for illumination and corrective action. 3) Describe fuel tanks, location and capacities. 4) Identify approved fuels. 5) State sequence of filling tanks. 6) Locate all preflight fuel drains. 7) Describe fuel vent system. 8) Describe flow of fuel from tanks to engine, and identify selected components. 9) Describe operation of fuel transfer system. 10) Describe operation of fuel crossfeed system. 11) Explain fuel check procedures conducted before flight. 12) List fuel system limitations, normal and emergency procedures. FUEL SYSTEM - DESCRIPTION AND OPERATION The fuel system consists of a series of rubber-bladder cells and an integral wet wing tank in each wing connected by a crossfeed line. The fuel system in each wing is further divided into a main and auxiliary fuel system with a total usable fuel capacity of 544 gallons. The main fuel system in each wing consists of a nacelle tank, two wing leading edge tanks, two box section bladder tanks, and an integral wet wing tank. All the tanks are interconnected and fuel flows into the

63 King Air 200 The Training Workbook 63 nacelle tank by gravity. The total usable fuel capacity of the main fuel system is 386 gallons. The filler cap for this system of tanks is located on the leading edge of the wing near the wing tip. An anti-siphon valve is installed in each filler port which prevents loss of fuel or collapse of a fuel cell bladder in the event of improper securing or loss of the filler cap. The auxiliary fuel system consists of a fuel tank on each side of the center section with a usable capacity of 79 gallons each. The auxiliary fuel system consists of a center section tank with its own filler opening, and an automatic fuel transfer system to transfer the fuel into the main fuel system. Do not put fuel in the auxiliary tanks unless the main tanks are full. If the auxiliary tanks are full, fuel will be automatically used from these tanks prior to the wing tanks. During automatic transfer of auxiliary fuel the nacelle tanks are constantly refilled by a jet transfer pump. A check valve in the gravity feed line from the outboard wing prevents reverse fuel flow from the nacelle tank back into the wing tank. Anytime the auxiliary fuel tanks are empty, fuel in the main wing tank will gravity flow into the nacelle tanks. The main and auxiliary fuel systems are equipped with five fuel sump drains, a drain manifold and a firewall filter drain in each wing. All fuel is filtered with a firewall-mounted 20-micron filter. These filters incorporate an internal bypass which opens to permit uninterrupted fuel supply to the engine in the event of filter icing or blockage.

64 64 King Air 200 The Training Workbook FUEL SYSTEM SCHEMATIC FUEL GAUGES The fuel quantity indicator system is a capacitance type system with one fuel gauge per wing. A spring loaded selector allows the pilot to switch from the main tank readout to the auxiliary tank readout. A maximum indication error of 3% may be encountered in the system. The system is designed for the use of Jet A, Jet A1, JP-5 and JP-8 aviation kerosene, and compensates for changes in fuel density due to temperature changes. If any other types of fuels are used, the system will not indicate correctly. The gauges are marked in pounds. FUEL DRAIN VALVES The drain valve for the firewall fuel filter is located to the right of the filter at the firewall near the bottom of the nacelle. The nacelle tank has two drains located on the bottom center of the

65 King Air 200 The Training Workbook 65 nacelle forward of the wheel well. The inboard drain is for the standby boost pump and the outboard drain is for the nacelle fuel sump and strainer. The leading edge tank has a drain on the underside of the wing just outboard of the nacelle. The integral wet wing fuel tank has a sump drain located approximately midway on the underside of the wing. The drain for the auxiliary tank is at the wing root midway between the main and aft spars. The drains should be checked for fuel contamination during each preflight. PILOT TIP Allow a 3 hour settle period whenever possible after fueling before checking for contamination. FUEL VENTS The main and auxiliary fuel systems are vented through a recessed vent coupled to a static vent on the underside of the wing just outboard of the nacelle. A NACA vent is installed and recessed to prevent icing. The second vent is electrically heated to prevent icing and serves as a backup should the NACA vent become plugged. FUEL PUMPS The wing tanks gravity feed into the nacelle tank through a fuel line. A flapper-type check valve in the end of the gravity feed line prevents any flow of fuel back into the wing tanks. Fuel is pumped to the engine by the engine-driven low pressure boost pump mounted on the accessory section of the engine. The low pressure pump operates any time the gas generator (N1) is turning and provides fuel pressure to the high pressure engine driven fuel pump. The low pressure pumps put out sufficient fuel pressure for all conditions except operation in the crossfeed mode or while using aviation gasoline at altitudes above 20,000 feet. The purpose of this pump is to provide pressurized fuel to the high pressure engine driven fuel pump. The low pressure pump provides lubrication and prevents cavitation of the high pressure fuel pump. It is not an emergency backup pump to the high pressure pump. The high pressure pump is engine driven and operates at approximately 800psi. The high pressure engine-driven fuel pump is mounted on the accessory case in conjunction with the fuel-control unit. This pump is protected against fuel contamination by an internal, 200-mesh strainer. This pump provides sufficient fuel pressure to ensure a proper

66 66 King Air 200 The Training Workbook spray pattern of fuel in the combustion chamber. Failure of this pump results in an immediate engine flameout. The high pressure pump is not designed to suction feed fuel from the nacelle tank. Its function is to push fuel into the engine. If an engine driven high pressure pump is required to suction feed from the nacelle tank, severe pump damage will result. For this reason, the engine-driven low pressure boost pump is backed up by an electrically driven standby fuel pump located in the bottom of each nacelle tank. In addition to serving as a backup unit in the event of a malfunction in the engine-driven low pressure boost pump, the electrically driven standby pump provides the pressure required for crossfeed operations. Failure of the engine driven low pressure pump would illuminate the FUEL PRESSURE annunciator light. A pressure switch senses boost pump fuel pressure at the fuel filter. At less than 10 psi of pressure, a switch closes and illuminates the red FUEL PRESSURE warning light in the annunciator panel. If this occurs, the standby boost pump should be turned on. The red FUEL PRESSURE light will extinguish at approximately 11 psi as fuel pressure increases. CAUTION OPERATION WITH THE FUEL PRESSURE LIGHT ON IS LIMITED TO 10 HOURS BETWEEN OVERHAUL OR REPLACEMENT OF THE ENGINE-DRIVEN FUEL PUMP. The standby pumps are controlled by toggle switches on the fuel-control panel. The power source for the standby boost pumps is supplied from the number 3 and number 4 dual fed buses. This power is available only when the master switch is turned on. The alternative source of power to the standby boost pumps is directly from the battery through the hot battery bus. To prevent electrical interference with the avionics equipment of the aircraft, a noise filter for the standby boost pump is installed on the airplane. After shutdown, both standby pump switches

67 King Air 200 The Training Workbook 67 must be in the off position to prevent discharge of the battery. PILOT TIP Remember to check that the fuel crossfeed switch and both standby boost pump switches are turned off after shutdown. These items are powered by the hot battery bus and will discharge the battery if left on. AUXILIARY FUEL TRANSFER SYSTEM Fuel pressure from the engine-driven low pressure boost pump provides the motive flow to operate the jet transfer pump. The jet pump transfers fuel from the auxiliary tanks to the nacelle tanks. The transfer jet pumps are actuated by toggle switches on the fuel-control panel. This switch selects either the automatic (AUTO) or manual (AUX TRANSFER OVERRIDE) position. When the switch is placed in the AUTO position, the motive flow valve will open approximately 30 to 50 seconds after the engine starts. This time delay prevents the loss of fuel pressure during engine starting. During auxiliary fuel transfer, a pressure switch located in the fuel line is set to actuate between 5 to 7 psi. If the fuel pressure in this line does not increase, the NO TRANSFER light on the fuel-control panel will illuminate indicating that the motive flow valve is still closed and fuel is not transferring from the auxiliary tank. If this occurs, select the AUX TRANSFER OVERRIDE position using the auxiliary fuel transfer switch. This action will bypass the automatic fuel transfer feature and apply power directly to the motive flow valve. Once the motive flow valve has opened, the jet transfer pump will pump fuel from the auxiliary fuel tank into the nacelle fuel tank as long as either the engine-driven boost pump or the

68 68 King Air 200 The Training Workbook electrical standby boost pump is operating and there is fuel in the auxiliary tank. An overflow line returns excess fuel delivered by the jet transfer pump back to the auxiliary tank. When the auxiliary fuel tank is empty, a low-level float switch closes the motive flow valve after a 30- to 60-second time delay. This delay prevents cycling of the motive flow valve which could be caused by sloshing fuel. The automatic fuel-control module simultaneously removes the power to close the motive flow valve to prevent continued operation of the jet transfer pump. The auxiliary fuel system will not feed fuel into the main fuel system if there is a simultaneous failure of the engine driven low pressure boost pump and the electrically driven standby pump on the same side or if there is a failure of the motive flow valve. This condition will cause the illumination of the NO TRANSFER light on the fuel-control panel. The firewall shutoff valve for each engine fuel system is actuated by its respective FUEL FIRE- WALL VALVE switch on the pilot's fuel-control panel. When the FUEL FIREWALL VALVE switch is closed, its respective firewall shutoff valve shuts off the flow of fuel to the engine. The firewall shut off valves receive power from the number 3 and number 4 dual fed buses. This power is available only when the master switch is turned on. The alternative source of power for the firewall shutoff valves is directly from the battery through the hot battery bus. Only fuel is cut off to the engine with this switch. FUEL FILTERS From the firewall shutoff valve, fuel is routed to the engine-driven boost pump and then to the main fuel filter on the lower center of the engine firewall. This 20-micron filter incorporates an internal bypass valve to permit fuel flow in the event of a blockage. There is no indication in the cockpit if the fuel filter is being bypassed. In addition to the main fuel filter, a screen strainer filter is located at each tank outlet before the fuel reaches the boost or transfer pumps. The high pressure engine driven pump incorporates an integral strainer to protect the pump.

69 King Air 200 The Training Workbook 69 PILOT TIP The normal interval for inspecting all fuel filters is 150 hours. FUEL HEATER Dissolved water cannot be filtered from the fuel with micronic type filters, but can be released by lowering the fuel temperature. Since this can occur during flight, a fuel heater is installed on each engine. From the main filter, fuel is routed through the fuel flow transmitter and then to the fuel heater. The fuel heater utilizes heat from the engine oil to warm the fuel prior to sending it to the fuel control unit. The fuel heater is thermostatically controlled to maintain a temperature range of 70º to 90ºF. This action prevents water from freezing in the fuel lines. The fuel is then routed to the fuel-control unit that monitors the flow of fuel to the engine fuel nozzles. Fuel heater operation is automatic whenever the engine is running and requires no pilot action. CROSSFEED Crossfeed is only to be conducted during single engine operations. Each nacelle tank is connected to the opposite engine by a crossfeed line. Crossfeed operation is controlled by a manually operated crossfeed switch on the fuel-control panel. This switch energizes a solenoid that opens the crossfeed valve. This action simultaneously energizes the standby pump on the side from which fuel is desired and de-energizes the motive flow valve in the opposite fuel tank system. When the crossfeed valve is open, the green FUEL CROSSFEED light on the annunciator panel will illuminate. The crossfeed does not transfer fuel from tank to tank. Its primary function is to supply fuel from one side to the opposite engine during an engine-out condition. If the standby boost pumps on both sides are operating and the crossfeed valve is open, fuel will be supplied to the engines in the normal manner because the pressure on each side of the crossfeed valve will be equal.

70 70 King Air 200 The Training Workbook CAUTION THE STANDBY BOOST PUMP MUST BE OPERATIONAL ON THE SIDE FROM WHICH THE FUEL IS BEING SUPPLIED. FUEL PURGE SYSTEM The fuel system on airplane serials BB-2 through BB-665 is equipped with a fuel drain collector system. Airplane serials BB-666 and after are equipped with a fuel purge system. The fuel purge system is designed to burn any residual fuel in the fuel manifolds during engine shutdown. During engine operation, compressor discharge air (P3 air) is routed through a filter and check valve, pressurizing a small air tank mounted on the engine. During engine shutdown, the pressure differential between the air tank and fuel manifold causes air to be discharged into the fuel manifold system. This air forces all residual fuel out through the nozzles and into the combustion chamber where it is consumed. This action causes a momentary rise in engine speed. FUEL SYSTEM LIMITATIONS FUEL LIMITATIONS APPROVED ENGINE FUELS COMMERCIAL GRADES: Jet A, Jet A-1, Jet B MILITARY GRADES JP-4, JP-5, JP-8 EMERGENCY ENGINE FUELS COMMERCIAL AVIATION GASOLINE GRADES: 80 Red (Formerly 80/87) 91/98 10OLL Blue

71 King Air 200 The Training Workbook Green (Formerly 100/130) 115/145 Purple LIMITATIONS ON THE USE OF AVIATION GASOLINE 1) Operation is limited to 150 hours between engine overhauls. 2) Operation is limited to 20,000 feet pressure altitude (FL 200) or below if either standby pump is inoperative. 3) Crossfeed capability is required for climbs above 20,000 feet pressure altitude (FL 200). 4) Operation above 31,000 feet (FL 310) is prohibited. APPROVED FUEL ADDITIVES ANTI-ICING ADDITIVES Engine oil is used to heat the fuel on entering the fuel control. Since no temperature measurement is available for the fuel at this point, it must be assumed to be the same as the OAT. The graph below is used to determine the minimum oil temperature required to maintain the fuel temperature above the freezing point of water, and thus prevent ice accumulations in the fuel control unit. Enter the graph at the known or forecast OAT and determine the minimum oil temperature required for each phase of flight. If the anticipated actual oil temperature is not equal to, or above this minimum temperature, anti-icing additive conforming to MIL or MIL must be added to the fuel.

72 72 King Air 200 The Training Workbook CAUTION BEFORE REFUELING, CHECK WITH THE FUEL SUPPLIER TO DETERMINE WHETHER OR NOT ANTI-ICING ADDITIVE HAS ALREADY BEEN ADDED TO THE FUEL. IF ANTI-ICING ADDITIVE IS REQUIRED, IT MUST BE PROPERLY BLENDED WITH THE FUEL TO AVOID DETERIORATION OF THE FUEL CELL SEALANT. THE ADDITIVE CONCENTRATION SHALL BE A MINIMUM OF 0.10% AND A MAXIMUM OF 0.15% BY VOLUME. TO ASSURE PROPER CONCENTRATION BY VOLUME OF FUEL ON BOARD, BLEND ONLY ENOUGH ADDITIVE FOR THE UNBLENDED FUEL. FUEL BIOCIDE ADDITIVE Water in jet fuel creates an environment favorable to the growth of microbiological sludge in the settlement areas of the fuel cells. This sludge, plus other contaminants in the fuel, can cause corrosion of metal parts in the fuel system as well as clogging of the fuel filters. Fuel biocidefungicide BIOBOR JF in concentrations of 135 ppm or 270 ppm may be used in the fuel. BIOBOR JF may be used as the only fuel additive, or it may be used with the anti-icing additive conforming to MIL or MIL specification. Used together, the additives have no detrimental effect on the fuel system components. Refer to the Beech Super King Air 200 Series Maintenance Manual and to the latest revision of Pratt and Whitney Canada Engine Service Bulletin No for concentrations to use and for procedures, recommendations and limitations pertaining to the use of biocidal/fungicidal additives in turbine fuels. FUEL MANAGEMENT USABLE FUEL (GALLONS X 6.7 = POUNDS) Total Usable Fuel Quantity 544 gallons (3645 pounds) Each Main Fuel Tank System 193 gallons (1293 pounds) Each Auxiliary Fuel Tank 79 gallons (529 pounds)

73 King Air 200 The Training Workbook 73 FUEL IMBALANCE Maximum allowable fuel imbalance between wing fuel systems is 1000 pounds. FUEL CROSSFEED Crossfeeding of fuel is permitted only when one engine is inoperative. FUEL GAGES IN THE YELLOW ARC Do not take off if fuel quantity gages indicate in the yellow arc or indicate less than 265 pounds of fuel in each main tank system. AUXILIARY FUEL Do not put any fuel into the auxiliary tanks unless the main tanks are full. OPERATING WITH LOW FUEL PRESSURE Operation of either engine with its corresponding fuel pressure annunciator (L FUEL PRESS or R FUEL PRESS) illuminated is limited to 10 hours before overhaul or replacement of the engine-driven fuel pump. Windmilling time need not be charged against this time limit. WARNING ALTHOUGH THE AIRPLANE IS APPROVED FOR TAKEOFF WITH ONE STANDBY BOOST PUMP INOPERATIVE, CROSSFEEDING OF FUEL WILL NOT BE AVAILABLE FROM THE SIDE OF THE INOPERATIVE STANDBY BOOST PUMP. EMERGENCY FUEL SYSTEM PROCEDURES The pilot in command of an aircraft is directly responsible for and is the final authority as to the operation of that aircraft. In an emergency requiring immediate action, the pilot in command may deviate from any rule in 14 CFR Part 91, Subpart A, General, and Subpart B, Flight Rules, to the extent required to meet that emergency. The following section deals with situations that require

74 74 King Air 200 The Training Workbook immediate and accurate action by the crew. Memory items are printed in bold type and should be completed in a timely manner. However, acting too rapidly may compound the emergency and place the aircraft in an unrecoverable situation. To prevent this, memory items must be accomplished methodically and must include coordination between the pilots. The following steps should be committed to memory and considered mandatory in any emergency: 1) Fly the airplane. 2) Identify the emergency. 3) Complete the appropriate checklist. BOLD TYPE INDICATES MEMORY ITEMS! FUEL PRESSURE LOW [L FUEL PRESS] OR [R FUEL PRESS] 1) Standby Pump (failed side) ON 2) [FUEL PRESS] EXTINGUISHED 3) Oil Temperature and Pressure Gages (failed side) MONITOR ABNORMAL FUEL PROCEDURES CROSSFEED (One-Engine-Inoperative Operation) 1) Crossfeed LEFT OR RIGHT, AS REQUIRED [FUEL CROSSFEED] - ILLUMINATED 2) Standby Pumps OFF 3) Auxiliary Tank Transfer AUTO 4) Fuel Balance MONITOR If Fuel is Required from the Inoperative Engine's Auxiliary Fuel Tank and the Reason for Shutdown was Not an Engine Fire or Fuel Leak: 1) Firewall Shutoff Valve (inoperative engine) OPEN [FUEL PRESS] - EXTINGUISHED 2) No Transfer Light (inoperative engine) EXTINGUISHED IN 30 TO 50 SECONDS

75 King Air 200 The Training Workbook 75 To Discontinue Crossfeed: 1) Crossfeed Flow Switch OFF (centered) AUXILIARY FUEL TRANSFER FAILURE (NO TRANSFER Light) 1) Auxiliary Tank Transfer OVERRIDE 2) No Transfer Light EXTINGUISHED (If light does not extinguish, auxiliary fuel may not be available.) 3) Auxiliary Fuel Quantity MONITOR 4) Auxiliary Tank Transfer AUTO (when auxiliary fuel tank is empty) EXPANDED FUEL PROCEDURES FUEL SYSTEM CHECK Conduct the following checks with Battery ON: 1) Firewall Shutoff Valves CLOSE 2) Standby Pumps ON Listen For Operation, Verify both FUEL PRESS lights Illuminated 3) Firewall Shutoff Valves - OPEN Verify both FUEL PRESS lights extinguished 4) Standby Pumps - OFF Verify both FUEL PRESS lights Illuminated 5) Crossfeed LEFT, then RIGHT while Verifying FUEL CROSSFEED light illuminates and FUEL PRESSURE lights extinguish. 6) Crossfeed OFF 7) Auxiliary Tank Transfer AUTO 8) No Transfer Light - PRESS TO TEST

76 76 King Air 200 The Training Workbook FUEL SYSTEM QUESTIONS 1) List the items on the fuel panel that receive power from the hot battery bus: 2) True or False: The engine will continue to operate at reduced power with boost pump pressure after the failure of the high pressure fuel pump. 3) True or False: The jet pump is DC powered from the number 2 Dual Fed bus. 4) Maximum fuel imbalance is: lbs. 5) Fuel is heated prior to entering the fuel control unit by: a) Bleed air from the engine's compressor. b) Engine oil, through an oil-to-fuel heat exchanger. c) The friction heating caused by the boost pump. d) An air-to-fuel heat exchanger prior to the fuel control unit. 6) Which of the following is a function of the electric standby boost pump? a) It functions as a backup pump in the event of primary boost pump failure. b) It is used with aviation gas in climbs above 20,000 feet. c) It is used in crossfeed operation. d) All of the above. 7) Total fuel capacity: gallons lbs. Main Tanks: gallons lbs. Aux Tanks: gallons lbs. 8) When is crossfeed use authorized? a) For single-engine operation. b) For climbs above 20,000 feet when aviation gas is used. c) When one standby pump is inoperative. d) When fuel pressure decreases below 10 ± psi.

77 King Air 200 The Training Workbook 77 9) Maximum Zero Fuel weight is lbs. 10) Which of the following limitations applies to operation with aviation gas? a) A maximum altitude of 20,000 feet with both standby boost pumps operative and 150 hours between overhauls b) A maximum altitude of 31,000 feet with standby boost pump inoperative and 150 hours between overhauls c) A maximum altitude of 20,000 feet with one standby pump inoperative and 150 hours between overhauls d) A maximum of 150 hours between overhauls only 11) Is a fuel anti-icing additive required for this aircraft? 12) Illumination of the fuel pressure warning light indicates: 13) True or False: The engine will continue to operate at reduced power with boost pump pressure after the failure of the high pressure fuel pump. 14) True or False: The NO TRANSFER light will come on for seconds after the auxiliary fuel is completely transferred to the main system. 15) You fuel the airplane with jet fuel and mix in 100 gallons of AVGAS. Each engine must be charged hour(s) against its 150 hour AVGAS limitation. 16) When selecting crossfeed, left to right, the automatic fuel transfer module will do what to the following items? a) Right electric boost pump b) Left electric boost pump c) Right motive flow valve 17) What are the memory items for illumination of a Fuel Pressure Low annunciator light? 18) How long should you let the fuel settle before checking for contaminates? a) 1 hour b) 2 hours

78 78 King Air 200 The Training Workbook c) 3 hours d) 4 hours

79 King Air 200 The Training Workbook 79 CHAPTER 5 ENGINE SYSTEM OBJECTIVES After completing this chapter, you will be able to: 1) Trace the internal airflow pattern of the engine. 2) State the basic design type of the engine. 3) State the power source for each engine gauge. 4) List pertinent engine limitations and restrictions. 5) Place in correct order the procedural steps of a normal engine start. 6) Place in correct order the procedural steps for the engine clearing procedure. 7) List the starter time limitations. 8) State the correct procedure for normal engine shutdown. GENERAL ENGINE DESCRIPTION The King Air 200 was introduced with Pratt & Whitney PT6A-41 engines. The -41 is flat rated to 850 SHP at 2000 RPMs. The B200 is equipped with the -42 engine. This engine is identical to the -41 but incorporates improvements in the first stage axial flow compressor and internal changes to the exhaust duct. This allows a 10% increase in altitude cruise performance. The Pratt & Whitney PT6A engine is a light weight, reverse flow, free turbine engine driving a propeller via a two-stage reduction gearbox. Two major rotating assemblies compose the heart of the engine. One assembly consists of the compressor and the compressor turbine; the other includes two power turbines and the power turbine shaft. The two rotors are not connected together and rotate at different speeds and in opposite directions. This configuration allows the pilot to vary the propeller speed independently of the compressor speed. Starter cranking torque is low since only the compressor is initially rotated on start. Activating the starter mounted on the accessory

80 80 King Air 200 The Training Workbook gearbox starts the engine. The compressor draws air into the engine via an annular air inlet case, increases its pressure across the 3 axial stages and one centrifugal impeller and delivers it around the combustion chamber. Air enters the combustion chamber via small holes and, at the correct compressor speed, fuel is introduced into the combustion chamber. Two spark igniters located in the combustion chamber ignite the mixture. The hot gases are then directed to the turbine area. At this point, the ignition and starter are turned off since a continuous flame now exists in the combustion chamber. The hot expanding gases accelerate through the compressor turbine vane ring and hit the turbine blades and create a rotational movement of the compressor turbine to drive the compressor. The expanding gases travel across the power turbines and provide rotational energy to drive the propeller shaft. The reduction gearbox reduces the power turbines speed (approximately 30,000 RPM) to one suitable for propeller operation (1600 to 2000 RPM). This is done through a 15 to 1 reduction gearbox which converts the high speed, low torque of the power turbine to low speed, high torque required of the propeller. Gases leaving the power turbines are expelled out to the atmosphere by the exhaust duct. Engine shutdown is accomplished by cutting fuel going to the combustion chamber. An integral oil tank located between the inlet case and the accessory gearbox provides oil to bearings and other various systems, such as propeller and torque systems. A hydromechanical fuel control unit mounted on the accessory gearbox regulates fuel flow to the fuel nozzles in response to power requirements and flight conditions. The propeller governor, mounted on the reduction gearbox, controls the speed of the propeller by varying the blade angle depending on power requirements, pilot RPM selection and flight conditions. PROPULSION SYSTEM CONTROLS The propulsion system is operated by three sets of controls: 1) The power levers 2) The propeller levers 3) The condition levers The power levers control engine power from idle through take-off power by operation of the gas generator (N1) governor in the fuel control unit. Increasing N1 rpm results in increased engine power. The condition levers have three positions; FUEL CUT-OFF, LOW IDLE and HIGH IDLE. Each lever controls the fuel cutoff function of the fuel control unit and limits idle speed at

81 King Air 200 The Training Workbook % N1 for low idle, and 70% N1 for high idle. The propeller levers are operated conventionally and control the constant speed propellers through the primary governor. PILOT TIP If excessive ITT's occur during any one of the following conditions, adjust the condition levers to a higher N1 speed. When high generator loads are required. During operations at high ambient air temperatures. During operations at high field elevations. When maximum reverse is required. :

82 82 King Air 200 The Training Workbook To properly understand the operation of the PT6 series engine, there are several basic terms the pilot should become familiar with: TURBOPROP ENGINE SYMBOLS AND THEIR MEANINGS Ng (or N2) Gas generator speed (RPM or %) Nf (or N2) Power turbine speed (RPM or %) Np Propeller speed (rp or %) FCU Fuel control unit Tq Torque OAT Outside air temperature PSIG Pounds per square inch gage PSIA Pounds per square inch absolute SHP Shaft Horsepower ESHP Equivalent shaft horsepower FOD Foreign object damage Beta Propeller non-governing mode of operation P3 Compressor discharge pressure Px Acceleration and speed enrichment pressure Py Governor pressure P1 Fuel pump delivery pressure P2 Metered fuel pressure Po Bypass fuel pressure Wf Fuel flow T5 Interturbine temperature (ITT) BOV Bleed off valve RGB Reduction gearbox AGB Accessory gearbox N1, Np, Tq, and T5 are indicated on engine gauges long with oil temperature, oil pressure and fuel flow.

83 King Air 200 The Training Workbook 83 The engines used on the King Air 200 have seven major sections: 1) Air intake section, 2) Compressor section, 3) Combustion section, 4) Turbine section, 5) Exhaust section, 6) Reduction gear section, 7) Accessory drive section. AIR INTAKE SECTION The air inlet system is designed to provide the maximum possible total pressure at the air inlet screen over a wide band of normal flight conditions. The compressor air intake consists of circular, screen- covered aluminum housing. The screen greatly reduces the possibility of foreign objects being ingested into the engine. Because the screen area is very large, the velocity through the screen is sufficiently low to permit a high degree of screen blockage from debris or ice without significant power losses. Air is directed to the air intake via air scoops located on the bottom of the engine. The function of the air intake section is to direct airflow to the compressor section. COMPRESSOR SECTION The compressor section consists of a four-stage compressor assembly comprised of three axial stages and one centrifugal stage. The function of the compressor is to compress and supply air for combustion, engine cooling, pressurization and pneumatics, compressor bleed valve operation, and bearing sealing and cooling. Bleed air is taken off the engine after the compressor

84 84 King Air 200 The Training Workbook stage and prior to the air entering the combustion can. This air is referred to as P3 air due to the station it is extracted from. It is used for airframe pressurization and pneumatic systems. COMPRESSOR BLEED VALVES Below approximately 80% N1, the compressor axial stage produces more compressed air than the centrifugal stage can use. Compressor bleed valves compensate for this excess airflow at lower engine RPMs by bleeding axial stage air to reduce backpressure on the centrifugal stage. The pressure relief helps prevent compressor stalls in the centrifugal stage. The compressor bleed valves, one on each side of the compressor located at the 9 o'clock and 3 o'clock position of the engine, are pneumatic pistons which reference the pressure differential between the axial and centrifugal stages. The function of these valves is to prevent compressor stalls and surges in the low N1 operating range. At low N1 RPM, both valves are in the open position. At takeoff and cruise N1 RPM both bleed valves will be closed. If both compressor bleed valves were to stay closed, a compressor stall would result from the attempt to accelerate the engine to takeoff power. If one or both valves were to stick in the open position, the ITT would increase, the torque decrease, while N1 RPM would remain the same.

85 King Air 200 The Training Workbook 85 PILOT TIP Throttle back if a continuous compressor surge is encountered. Accelerate slowly if an engine is prone to surging. A surge may damage the compressor and hot section. Have the engine bleed valve checked if surging is encountered. COMBUSTION SECTION The function of the combustion section is to create and extract energy from the hot expanding gases to drive the compressor turbine, axial compressors and the items on the accessory gear box. At the same time, it drives the power turbines and propellers to provide thrust for the aircraft. The PT6 engine utilizes an annular combustion chamber. Fuel is injected into the combustion chamber through fourteen simplex fuel nozzles by a dual manifold. Ignition is provided by two high energy igniters. The ignition system consists of a series dual low tension capacitor discharge unit energized from a solid state D.C. power source. It is designed for duty at 9 to 30 volts D.C. with a spark rate of one per second. The system stores 4.5 joules of energy and the two igniters are fired simultaneously. Even though the engine has two igniter plugs, it will start with only one operating. TURBINE SECTION The PT6A uses three reaction turbines. The two-stage power turbine extracts energy from the combustion gases and drives the propeller and its accessories through a planetary reduction gearbox. This combination is defined as NP. The single-stage compressor turbine extracts energy from the combustion gases to drive the gas generated compressor and the accessory gear section which is mounted on the rear of the engine. This section of the engine is defined as N1. A 2.3 U.S. gallon integral oil tank is formed between the accessory gear-box and the compressor air inlet plenum. The oil tank filler cap is fitted with a calibrated dipstick.

86 86 King Air 200 The Training Workbook EXHAUST SECTION The exhaust gas from the turbine is passed into a vaneless exhaust duct and exits from the engine and into the atmosphere through two ports on opposite sides of the engine. The two heat resistant exhaust outlets are located at the 9 o'clock and 3 o'clock position. REDUCTION GEAR SECTION The second stage turbine drives a two stage planetary reduction gearbox located at the front of the engine. The primary function of the reduction gear section is to reduce the high RPM of the power turbine to a speed required for propeller operation. The reduction gear section is also used for the torque meter operation and it includes a drive section for the propeller governor, the propeller overspeed governor, and the propeller tach generator. THE ACCESSORY SECTION The accessory drive section forms the aft portion of the engine. The accessory section is driven by the compressor turbine through a shaft that extends through the oil tank to the accessory gearbox. The function of the accessory section is to drive the engine and accessories. The accessory section includes: 1) The fuel control unit 2) The high pressure fuel pump 3) Lubricating pumps and scavenge pumps 4) N1 tach generator 5) DC starter generator 6) Freon compressor on the right engine only 7) Low pressure fuel boost pump ENGINE LUBRICATION SYSTEM The engine integral lubrication system provides a constant supply of clean oil to the engine bearings, reduction gears, accessory drives, torquemeter and propeller governor. The oil

87 King Air 200 The Training Workbook 87 lubricates and cools the bearings and carries any extraneous matter to the oil filter where it is precluded from further circulation. A chip detector is also located in the reduction gear-box of each engine to detect and transmit a signal to the annunciator panel to warn pilots of ferrous metal particles in the reduction gearbox. OIL TANK The 2.3 U.S. gallon oil tank is an integral part of the compressor inlet case and is located in front of the accessory gearbox. The oil filler neck protrudes through the accessory gearbox and is closed by a cap which incorporates a quantity measuring calibrated dipstick. The markings on the dipstick correspond to U.S. quarts and indicate the quantity of oil required to top the tank to the full mark. Servicing the engine oil system primarily involves maintaining the engine oil at the proper level. Do not mix different oil brands together. The dipstick is marked in U.S. quarts and indicates the last five quarts required to bring the system up full. Access to the dipstick cap is gained through an access door on the aft engine cowl. While the airplane is standing idle, engine oil could possibly seep into the scavenge pump reservoir, causing a low dipstick reading. Therefore, the oil should be check approximately 15 minutes after engine shut down.

88 88 King Air 200 The Training Workbook PILOT TIP The dipstick indicates one quart below full when the oil level is normal. Minimum oil quantity for operations is four quarts low. Overfilling may cause a discharge of oil through the breather until a satisfactory level is reached. Do not mix different brands of oil when adding oil between oil changes. Different brands or types of oil may be incompatible because of the difference in their chemical structures. PUMPS A main pressure pump is located in the tank and driven by an accessory gear on the compressor shaft. It supplies oil directly to the engine bearings and the accessory drive gears. At maximum gas generator speeds (N1 = 37,500 RPM), the main pressure pump maintains an oil flow of up to 90 lb/min. Oil pressure is regulated within the range Psig by a pressure relief valve in the engine. Actual range on each model is dependent upon the aircraft serial number. OIL FILTER The engine oil filter is located under the square cover plate at the three-o'clock position of the compressor inlet case and just behind the aft fire seal. The filter element should be replaced after 1000 hours of use and inspected for cleanliness and condition at 150-hour intervals. This filter element is not cleanable and must be replaced if it has been subjected to heavy contamination from the engine oil system. OIL COOLER The oil cooler radiator is located inside the lower engine nacelle. The system is fully automatic and incorporates a thermal sensor to regulate the amount of air flow through the oil cooler. It is equipped with a bypass valve to insure oil flow in the event the oil cooler becomes blocked. PILOT TIP The engine ice vanes should be extended for all ground operations to minimize ingestion of ground debris. Turn engine anti-ice off, when required, to maintain oil temperature within limits.

89 King Air 200 The Training Workbook 89 OIL TEMPERATURE A DC powered oil temperature gauge uses a resistance bulb to sense oil temperature. OIL PRESSURE Oil pressure from the pressure pump outlet line is sensed by a transmitter and sent to a combination oil pressure/oil temperature gauge located on the panel. This gauge is also DC powered. PILOT TIP Maximum oil consumption is 1 quart every 10 hours. CHIP DETECTION A chip detector is installed at the 6 o'clock position on the front case of the reduction gearbox. The chip detector provides the pilot with an indication on the annunciator panel if the presence of ferrous particles in the lubrication system has been attracted to the magnetic poles in the chip detector. FUEL HEATER Oil that is returned from the accessory gearbox is directed to an oil to fuel heater prior to being returned to the oil tank. The oil-to-fuel heater, mounted below the fuel pump at the rear of the engine is essentially a heat exchanger which utilizes heat from the

90 90 King Air 200 The Training Workbook engine lubricating oil system to preheat the fuel in the fuel system. A fuel temperature-sensing oil bypass valve regulates the fuel temperature by either allowing oil to flow through the heater or bypass it to the engine oil tank. The temperature-sensing oil bypass (thermal element) valve consists of a highly expansive material sealed in a metallic chamber. The expansion force is transmitted through a diaphragm and plunger to a piston. Since the element only exerts an expansive force, it is counterbalanced by a return spring which provides a contracting force during decreases in temperature. The element senses the temperature of the outlet fuel and, at temperatures above 21 C (70 F), starts to close the valve and simultaneously opens the bypass valve. At 32 C (90 F), the core valve is completely closed and oil bypasses the heater core. ENGINE FUEL SYSTEM The engine fuel system consists of the engine driven low pressure fuel pump, an oil to fuel heater, the high pressure engine driven fuel pump, the fuel control unit (FCU), the flow divider which sends fuel to the two fuel manifolds where it is sent to the 14 fuel nozzles. If the high pressure engine driven fuel pump fails, the engine will shut down. The low pressure pump's pressure is insufficient to run the engine. FUEL CONTROL UNIT The PT6 fuel control unit is a hydro-pneumatic device whose function is to supply the proper amount of fuel to the fuel nozzles during all modes of each operation. In short, it's a N1 governor. It is calibrated for starting flow rates, acceleration, and maximum power. The FCU compares gas generator speed (N 1) with the power lever setting and regulates fuel to the engine fuel nozzles. The FCU also senses compressor section discharge pressure, compares it to RPM, and establishes acceleration and deceleration fuel flow limits. The pneumatic section of the FCU determines the flow rate of fuel to the engine for all operations. It does this by modifying the amount of air pushing on the N1 governor bellows. This bellows or diaphragm reacts to the increase or decrease in P3 air by moving in one direction or the other. P3 air is introduced into the bellows so that it sets up a differential pressure on each side of the diaphragm. Therefore, any change in P3 pressure will move the diaphragm. Attached to the diaphragm is a fuel metering valve which moves as the diaphragm moves. When pressure is increased, the fuel-metering valve attached to the bellows will move in an opening direction to

91 King Air 200 The Training Workbook 91 increase fuel flow and increase N1 RPM. As P3 pressure decreases, fuel flow also decreases which reduces the N1 RPM. The N1 governor increases or decreases P3 pressure in the bellows by varying the opening of relief orifices in the bellows. STARTING AND IGNITION SYSTEM The engine is started by a three-position switch located on the pilot's left subpanel placarded, IGNITION AND ENGINE START - LEFT - RIGHT - ON - OFF - STARTER ONLY. The switch is moved downward to the STARTER ONLY position to motor the engine. This is used to clear residual fuel without the ignition circuit on. The switch is spring loaded and will return to the center position when released. Moving the switch upward to the ON position activates both the starter and ignition, and the appropriate green IGNITION ON light on the annunciator panel will illuminate. When engine speed has accelerated through 50% N1 on starting, the starter is deactivated by placing the switch in the center OFF position.

92 92 King Air 200 The Training Workbook PILOT TIP After engine start, the generator will not come on line if the starter switch has been left in the start position. AUTO IGNITION The auto ignition system provides automatic ignition to prevent engine loss due to combustion failure. This system ensures ignition during takeoff, landing, turbulence, in icing or precipitation conditions provided the system is armed. To arm the system, move the required ENG AUTO IGNITION switches, located on the pilot's subpanel, from OFF to ARM. If for any reason the engine torque falls below approximately 400 foot-pounds, the igniter will automatically energize and the IGNITION ON light on the caution/advisory annunciator panel will illuminate. For extended ground operation, the system should be turned off to prolong the life of the igniter units. FIRE DETECTION SYSTEM (BB-2 through BB-1438) The fire detection system on these airplanes is designed to provide warning in the event of an engine compartment fire. The system consists of a set of three photoconductive cells in each engine compartment, a control amplifier mounted on a panel on the aft side of the forward pressure bulkhead, an annunciator warning light (placarded either FIRE L ENG and FIRE R ENG or L ENG FIRE and R ENG FIRE) for each engine compartment, a test switch on the inboard side of the copilot's subpanel and a circuit breaker placarded FIRE DET on the right circuit breaker panel. The photoconductive cells are sensitive to infrared rays and are positioned to receive direct and reflected rays, thus providing coverage for the entire engine compartment. The cell emits an electrical signal proportional to the infrared intensity and ratio of the radiation striking the cell. Heat level and rate of heat increase are not contributing factors in the activation on the cells. To prevent stray light rays from signaling a false alarm, a relay in the control amplifier closes only

93 King Air 200 The Training Workbook 93 when the signal strength reaches a preset alarm level. When the relay closes, the appropriate annunciator will illuminate. When the fire has been extinguished, the cell output voltage will drop below the alarm level and the control amplifier will automatically reset. No manual resetting is required to reset the detection system. FIRE DETECTION SYSTEM (BB-1439 AND AFTER) The fire detection system on these airplanes is designed to provide an immediate warning in the event of a fire or overtemperature condition in either engine compartment. The main component of the system is a temperature sensing element, which is routed through the three sections of each engine nacelle and terminated in a responder unit. The responder unit is attached to the engine mount in each engine accessory section at approximately the two o'clock position just forward of the engine firewall. The responder unit contains two sets of contacts: a set of integrity switch contacts for continuity test functions of the fire detection circuitry and a set of alarm switch contacts which completes the circuit to actuate the fire warning system when the sensor element detects an overtemperature condition in critical areas of the engine compartment. The signals sent to the left or right annunciator-fault-detection printed circuit cards will illuminate the respective red L or R ENG FIRE warning annunciator in the warning annunciator panel located on the center glareshield. The left and right annunciator-fault-detection printed circuit cards will also trigger the annunciator-control-circuit which will illuminate the pilot's and co-pilot's red MASTER WARNING lights located in the glareshield. If the optional fire extinguishing system is installed, the fire extinguisher control switches will illuminate. The MASTER WARNING lights will continue to flash, even if the fire is extinguished. The MASTER WARNING lights may be turned off by depressing the legend face of either light. At this time, the MASTER WARNING lights will remain extinguished, even if a fire still burns inside the engine compartment. The MASTER WARNING lights will automatically begin to flash again anytime an additional warning annunciator is illuminated.

94 94 King Air 200 The Training Workbook The red L or R ENG FIRE warning annunciator is illuminated when the respective fire detection element senses an overtemperature condition of sufficient magnitude to activate the alarm switch contacts of the responder unit. The red L or R ENG FIRE warning annunciator will automatically extinguish after the sensor element in the engine compartment cools. The sensor element consists of a sealed outer tube filled with an inert gas and an inner core filled with an active gas. The gases within the tubes form a pressure barrier that keeps the contacts of the responder integrity switch closed for continuity test functions of the fire alarm. As the temperature around the sensor element increases, the gases within the tube begin to expand. If the pressure from the expanding gases reaches a preset point, the contacts of the responder alarm switch close, illuminating the respective red L ENG FIRE or R ENG FIRE warning annunciator and flashing the MASTER WARNING lights. The integrity (fault) pressure switch operates in the reverse manner of the alarm pressure switch. The calibration gas (helium) sealed inside the sensor element normally holds the integrity

95 King Air 200 The Training Workbook 95 pressure switch in a closed position, but allows the switch to open when the outer portion of the sensor element is severed. Therefore, if the fire detection system is tested with the integrity pressure switch open, the unit would fail to test, indicating a fault in continuity. For fire detection/protection purposes, critical areas around the engine have been divided into three zones as follows: Zone 1 - The accessory compartment. Zone 2 - The plenum chamber area. Zone 3 - The engine exhaust area (hot section). The fire detection system is designed to actuate the alarm when any of the following conditions occur: When any one-foot section of the sensor element is heated to 900 F. When the average temperature of the entire sensor element reaches 450 F. FIRE EXTINGUISHING SYSTEM The optional engine fire extinguishing system consists of a supply cylinder, mounted on brackets behind the main spar in each wheel well, and plumbing that carries the extinguishing agent to spray nozzles located in each of the engine compartments. Each supply cylinder is charged with 2 1/2- pounds of Bromotrifluoromethane (CBrF3) and pressurized with dry nitrogen to 450 psi at 72 F. Four spray nozzles are positioned under the engine exhaust area, with another pair mounted in the accessory area. These strategically positioned nozzles discharge the entire supply of the fire extinguishing agent into the engine compartment within approximately a half second. Each fire extinguisher is actuated by its respective control switch which is located on the glareshield left and right of the warning annunciator panel. Pressing the switch will cause a squib in the cartridge to fire. This releases the extinguishing agent into the plumbing and out the

96 96 King Air 200 The Training Workbook nozzles. The power to the switches is derived from the hot battery bus. These switches incorporate three indicator lights. Airplanes BB-2 through BB-1485 are colored and marked as follows: The red light, placarded L or R ENG FIRE-PUSH TO EXT, warns of the presence of fire in the engine compartment. The amber light, placarded D, indicates that the system has been discharged and the cartridge is empty. The green light, placarded OK, is provided only for the preflight test function. Airplanes BB-1484, and after, are colored and marked as follows: A yellow light, placarded EXTINGUISHER PUSH, warns of the presence of fire in the engine compartment. A yellow light, placarded DISCH, indicates that the system has been discharged and the cartridge is empty. A green light, placarded OK, is provided only for the preflight test function. To actuate the system, raise the safety-wired clear plastic switch cover and press the face of the lens. When the system is depleted, the amber or yellow D light will illuminate and remain illuminated, regardless of the battery switch position, until the depleted extinguisher cartridge has been replaced. The fire extinguisher circuits should be checked during the preflight inspections by rotating the test switch through the L and R EXT positions on the switch. The amber or yellow D and green OK lights on the extinguisher switches should illuminate. The pressure gage mounted on each extinguisher supply cylinder should be checked during the preflight inspection to assure that each cylinder is fully charged.

97 King Air 200 The Training Workbook 97 ENGINE SYSTEM LIMITATIONS NUMBER OF ENGINES Two ENGINE MANUFACTURER Pratt & Whitney Canada (Longueuil, Quebec, Canada) ENGINE MODEL NUMBER PT6A-42 POWER LEVERS Do not lift power levers in flight. STARTER LIMITS 40 seconds on, 60 seconds off; 40 seconds on, 60 seconds off; 40 seconds on, 30 minutes off. APPROVED ENGINE OILS The following oils are fully approved for use in Pratt &Whitney Canada PT6A-41 and -42 engines. Always refer to the latest revision of P&WC SB 3001 for a current list of approved oils. Aeroshell Turbine Oil 500 Aeroshell Turbine Oil 560 Castrol 205 Exxon Turbo Oil 2380 Mobil Jet Oil 254 Mobil Jet Oil II

98 98 King Air 200 The Training Workbook Do not mix different oil brands together. PT6A-42 ENGINE OPERATING LIMITS The following limitations shall be observed. Each column presents limitations. The limits presented do not necessarily occur simultaneously. FOOTNOTES: 1) Torque limit applies within range of propeller RPM (N 2 ). Below 1600 propeller RPM, torque is limited to 1100 ft-lbs. 2) When gas generator speeds are above 27,000 RPM (72% N 1 ) and oil temperatures are between 60 C and 71 C, normal oil pressures are: 100 to 135 psi below 21,000 feet; 85 to 135 psi at 21,000 feet and above. During extremely cold starts, oil pressure may reach 200 psi. Oil pressure between 60 and 85 psi is undesirable; it should be tolerated only for the completion of the flight, and then only at a reduced power setting not exceeding 1100 ft-lbs torque. Oil pressure below 60 psi is un- safe; it requires that either the engine be shut down, or that a landing be made at the nearest suitable airport, using the minimum power required to sustain flight. Fluctuations of plus or minus 10 psi are acceptable. 3) A minimum oil temperature of 55 C is recommended for fuel heater operation at take-off power. 4) Oil temperature limits are -40 C and 99 C. However, temperatures of up to 104 C are permitted for a maximum time of 10 minutes.

99 King Air 200 The Training Workbook 99 5) These values are time limited to 5 seconds. 6) High ITT at ground idle may be corrected by reducing accessory load and/or increasing N1 RPM. 7) At approximately 70% N1. 8) Cruise torque values vary with altitude and temperature. 9) This operation is time limited to 1 minute. 10) These values are time limited to 10 seconds. 11) Values above 99 C are time limited to 10 minutes. PT6A-41

100 100 King Air 200 The Training Workbook EMERGENCY ENGINE SYSTEM PROCEDURES The pilot in command of an aircraft is directly responsible for and is the final authority as to the operation of that aircraft. In an emergency requiring immediate action, the pilot in command may deviate from any rule in 14 CFR Part 91, Subpart A, General, and Subpart B, Flight Rules, to the extent required to meet that emergency. The following section deals with situations that require immediate and accurate action by the crew. Memory items are printed in bold type and should be completed in a timely manner. However, acting too rapidly may compound the emergency and place the aircraft in an unrecoverable situation. To prevent this, memory items must be accomplished methodically and must include coordination between the pilots. The following steps should be committed to memory and considered mandatory in any emergency: 1) Fly the airplane. 2) Identify the emergency. 3) Complete the appropriate checklist. BOLD TYPE INDICATES MEMORY ITEMS! All airspeeds quoted in this section are indicated airspeeds (IAS) and assume zero instrument error. EMERGENCY AIRSPEEDS (12,500 LBS) One-Engine inoperative Best Angle-of-Climb (VXSE) 115 kts. One-Engine inoperative Best Rate-of-Climb (VySE) 121 kts. Air Minimum Control Speed (VmcA) 86 kts. Emergency Descent 181 kts Maximum Range Glide 135 kts ENGINE FAILURE

101 King Air 200 The Training Workbook 101 NOTE To obtain best performance with one engine inoperative, the airplane must be banked 3 to 5 into the operating engine while maintaining a constant heading. EMERGENCY ENGINE SHUTDOWN Proceed with the Emergency Engine Shutdown for the following situations: ENGINE TORQUE INCREASE - UNSCHEDULED ENGINE FIRE IN FLIGHT ENGINE FAILURE IN FLIGHT Affected Engine: 1) Condition Lever - FUEL CUT OFF 2) Propeller Lever - FEATHER 3) Firewall Shutoff Valve - CLOSED 4) Fire Extinguisher (if installed) - ACTUATE (if required) 5) Auto Ignition - OFF 6) Generator - OFF 7) Prop Sync - OFF 8) Electrical Load - MONITOR ENGINE FIRE ON GROUND Affected Engine: 1) Condition Lever - FUEL CUT OFF 2) Firewall Shutoff Valve - CLOSED 3) Ignition and Engine Start - STARTER ONLY 4) Fire Extinguisher (if installed) - ACTUATE (if required) ENGINE FAILURE DURING GROUND ROLL

102 102 King Air 200 The Training Workbook 1) Power Levers IDLE 2) Brakes - AS REQUIRED 3) Operative Engine - MAXIMUM REVERSE WARNING EXTREME CARE MUST BE EXERCISED WHEN USING SINGLE-ENGINE REVERSING ON SURFACES WITH REDUCED TRACTION. If Insufficient Runway Remains for Stopping: 4) Condition Levers - FUEL CUT OFF 5) Firewall Shutoff Valves - CLOSED 6) Master Switch - OFF (Gang bar down) ENGINE FAILURE AFTER LIFT-OFF 1) Power - MAXIMUM ALLOWABLE 2) Airspeed - MAINTAIN (take-off speed or above) 3) Landing Gear - UP NOTE If the autofeather system (if installed) is being used, do not retard the failed engine power lever until the autofeather system has completely stopped propeller rotation. To do so will deactivate the autofeather circuit and prevent automatic feathering. 7) Propeller Lever (inoperative engine) - FEATHER (or verify FEATHER if autofeather is installed) 8) Airspeed- VYSE (after obstacle clearance altitude is reached)

103 King Air 200 The Training Workbook 103 9) Flaps - UP 10) Clean-up (inoperative engine): a) Condition Lever - FUEL CUT OFF b) Propeller Lever - FEATHER c) Firewall Shutoff Valve - CLOSED d) Auto Ignition - OFF e) Autofeather (if installed) - OFF f) Generator OFF 11) Electrical Load - MONITOR ENGINE FAILURE IN FLIGHT BELOW AIR MINIMUM CONTROL SPEED 1) Power - Reduce as required to maintain directional control. 2) Nose - Lower to accelerate above VMCA. 3) Power (operative engine) - AS REQUIRED. 4) Failed Engine - SECURE (See EMERGENCY ENGINE SHUTDOWN). ENGINE FLAMEOUT (2nd Engine) 1) Power Lever - IDLE 2) Propeller Lever - DO NOT FEATHER 3) Condition Lever - FUEL CUT OFF 4) Conduct Air Start Procedures. NOTE The propeller will not unfeather without engine operating.

104 104 King Air 200 The Training Workbook ENGINE OUT GLIDE 1) Landing Gear UP 2) Flaps - UP 3) Propellers - FEATHERED 4) Airspeed KNOTS WARNING DETERMINE THAT PROCEDURES FOR RE-STARTING FIRST AND SECOND FAILED ENGINES ARE INEFFECTIVE BEFORE FEATHERING SECOND ENGINE PROPELLER. PILOT TIP The Glide Ratio is 2.0 nm for each 1000 feet of altitude. ABNORMAL ENGINE SYSTEM PROCEDURES AIR START WARNING AIRSTART USING THE STARTER ASSIST PROCEDURES MAY MOMENTARILY CAUSE THE LOSS OF ATTITUDE DISPLAY ON ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) EQUIPPED AIRPLANES, AND LEAD TO PREMATURE SYSTEM FAILURES. IF FLIGHT CONDITIONS DO NOT PERMIT THE TEMPORARY LOSS OF ATTITUDE REFERENCE, CONDUCT AIRSTART USING THE NO STARTER ASSIST PROCEDURES.

105 King Air 200 The Training Workbook 105 CAUTION THE PILOT SHOULD DETERMINE THE REASON FOR ENGINE FAILURE BEFORE ATTEMPTING AN AIR START. DO NOT ATTEMPT AN AIR START IF N1 INDICATES ZERO. ABOVE 20,000 FEET, STARTS TEND TO BE HOTTER. DURING ENGINE ACCELERATION TO IDLE SPEED, IT MAY BECOME NECESSARY TO MOVE THE CONDITION LEVER PERIODICALLY INTO CUT-OFF IN ORDER TO AVOID AN OVERTEMPERATURE CONDITION. STARTER ASSIST 1) Cabin Temp Mode - OFF 2) Vent Blower - AUTO 3) Aft Blower (if installed) - OFF 4) Radar - STANDBY or OFF 5) Windshield Heat - OFF 6) Power Lever - IDLE 7) Propeller Lever (inoperative engine) - LOW RPM 8) Condition Lever - FUEL CUT OFF 9) Firewall Shutoff Valve - OPEN 10) Generator (inoperative engine) OFF NOTE If conditions permit, retard operative engine ITT to 700 C or less to reduce the possibility of exceeding ITT limit. Reduce electrical load to minimum consistent with flight conditions. 1) Ignition and Engine Start - ON, IGNITION ON annunciator - ILLUMINATED

106 106 King Air 200 The Training Workbook 2) Condition Lever - LOW IDLE 3) ITT and N1 - MONITOR (1000 C MAXIMUM) 4) Ignition and Engine Start - OFF (N1 above 50%) 5) Propeller Lever - AS REQUIRED 6) Power Lever - AS REQUIRED 7) Generator - ON 8) Auto Ignition - ARM 9) Prop Sync ON 10) Cabin Temp Mode AUTO NO STARTER ASSIST (Windmilling Engine and Propeller) 1) Power Lever - IDLE 2) Propeller Lever - FULL FORWARD 3) Condition Lever - FUEL CUT OFF 4) Engine Ice Vane (inoperative engine) RETRACTED 5) Firewall Shutoff Valve - OPEN 6) Generator (inoperative engine) - OFF 7) Airspeed KNOTS MINIMUM 8) Altitude - BELOW 20,000 FEET 9) Auto Ignition - ARM (IGNITION ON annunciator - ILLUMINATED) 10) Condition Lever - LOW IDLE 11) ITT and N1 - MONITOR (1000 C MAXIMUM) 12) Power - AS REQUIRED (after ITT has peaked) 13) Generator ON 14) Prop Sync ON

107 King Air 200 The Training Workbook 107 ONE-ENGINE-INOPERATIVE APPROACH AND LANDING 1) Approach Speed - CONFIRM 2) Fuel Balance - CHECK 3) Pressurization - CHECK 4) Cabin Sign - NO SMOKE & FSB When it is certain that the field can be reached: 5) Flaps - APPROACH 6) Landing Gear - DN 7) Propeller Lever - FULL FORWARD 8) Airspeed - 10 KNOTS ABOVE NORMAL LANDING APPROACH SPEED 9) Interior and Exterior Lights - AS REQUIRED 10) Radar - AS REQUIRED 11) Surface Deice - CYCLE (as required) When it is certain there is no possibility of a Go-Around: 1) Flaps - DN 2) Airspeed - NORMAL LANDING APPROACH SPEED 3) Perform normal landing. NOTE Single-engine reverse thrust may be used with caution after touchdown on smooth, dry, paved surfaces. ONE-ENGINE-INOPERATIVE GO-AROUND 1) Power - MAXIMUM ALLOWABLE 2) Landing Gear - UP

108 108 King Air 200 The Training Workbook 3) Flaps UP 4) Airspeed - INCREASE TO BLUE LINE LOW OIL PRESSURE INDICATION Oil pressure values between 60 and 85 psi are undesirable and should only be tolerated for the completion of the flight. In this situation, the engine should be operated at a reduced power setting not exceeding 1100 foot-pounds torque. Oil pressure values below 60 psi are unsafe and require that the engine be shut down, or that a landing be made at the nearest suitable airport, using the minimum power required to sustain flight. CHIP DETECT (L or R CHIP DETECT Annunciator) Illumination of a CHIP DETECT annunciator indicates possible metal contamination in the engine oil supply. Illumination of a CHIP DETECT annunciator is not in itself cause for an engine to be shut down. Engine parameters should be monitored for abnormal indications. If parameters are abnormal, a precautionary shutdown may be made at the pilot's discretion. After illumination of a CHIP DETECT annunciator, cause of the malfunction should be determined and corrected prior to the next flight. EXPANDED ENGINE SYSTEM PROCEDURES ENGINE STARTING (EXTERNAL POWER) Never connect an external power source to the airplane unless the battery is indicating a charge of at least 20 volts. If the battery voltage is less than 20 volts, the battery must be recharged, or replaced with a battery indicating at least 20 volts, before connecting external power. Only use an external power source fitted with an AN-type plug. NOTE When an external power source is used, it must be set lo 28.0 to 28.4 volts and be capable of producing 1000 amperes momentarily and 300 amps continuously. The battery should be ON to

109 King Air 200 The Training Workbook 109 absorb transient voltage spikes present in some auxiliary power units. An EXT PWR annunciator is provided to alert the crew when an external DC power plug is connected to the airplane. 1) Avionics Master Switch - Confirm OFF 2) Left and Right Generator Switches - CONFIRM OFF 3) Battery - ON 4) External Power Source - TURN OFF, then CONNECT TO AIRPLANE 5) External Power Source - TURN ON 6) Voltmeter TO 28.4 VOLTS 7) Propeller Levers - FEATHER 8) Right ignition and Engine start - on (R FUEL PRESS Annunciator - EXTINGUISHED) 9) Right Condition Lever - LOW IDLE (al12o/o N1 or above) 10) ITT and N1 - MONITOR (1000 C maximum) If no ITT rise is observed within 10 seconds after moving the condition lever to low idle, move the condition lever to fuel cut off, allow 60 seconds for fuel to drain and starter to cool, then follow engine clearing procedures. 11) Right Oil Pressure - CHECK 12) Right ignition and Engine Start - OFF (at 50% N1or above) 13) Left ignition and Engine Start - ON (L FUEL PRESS Annunciator - EXTINGUISHED) 14) Left Condition Lever - LOW IDLE (at 12% N1 or above) 15) ITT and N1 MONITOR (1000'C maximum) 16) Left Oil Pressure - CHECK 17) Left ignition and Engine Start - OFF (at 50% N1 or above) 18) External Power Source - TURN OFF, DISCONNECT, SECURE DOOR 19) Left and Right Generators - RESET, (HOLD for 1 sec) THEN ON 20) Propeller Levers - FULL FORWARD

110 110 King Air 200 The Training Workbook No Light Start 1) Condition Lever CUT-OFF 2) Ignition/Start Switch OFF Allow 60 seconds for fuel to drain and starter cooling; then conduct engine clearing procedures. ENGINE CLEARING The following procedure is used to clear an engine at any time it is deemed necessary to remove internally trapped fuel and vapor, or if there is evidence of a fire within the engine. Air passing through the engine serves to purge fuel, vapor, or fire from the combustion section, gas generator turbine, power turbines and exhaust system. 1) Condition Lever - FUEL CUT OFF 2) Ignition and Engine start - STARTER ONLY (for a maximum ol40 seconds) 3) Ignition and Engine Start OFF

111 King Air 200 The Training Workbook 111 ENGINE SYSTEM QUESTIONS 1) What does the term free-turbine refer to? 2) N1 refers to RPM of what section of the engine? 3) The PT6A engine power section consists of: a) One compression stage and four turbine stages. b) A two-stage reaction turbine. c) A two-stage turbine and a centrifugal compressor. d) Twin-spool, two-stage turbines. 4) If a chip detector light illuminates, you must do one of the following: a) Continue the flight and have the filter checked after landing. b) Reduce torque to 500 foot-pounds for the remainder of the flight. c) Check engine instruments and, if normal, no action is required. d) Shut the engine down and land as soon as practical. 5) What is another name for T5 temperature and what gauge can it be read on? 6) Bleed Air comes from what station on the engine? 7) When is the best time to check the oil? 8) True or False: Circle the correct answer. T F The N1 gauge is marked in percent of gas generator RPM. T F Temperature and torque are two separate limitations. T F Fuel control heat is used to warm P3 air going into the F.C.U. to keep ice particles from blocking the reference air line. T F Your hand should be on the ignition and start switch during a start. T F Although the engine has two igniter plugs, it will start with only one operating. T F ITT, N1, and prop RPM are all self-generating engine instruments.

112 112 King Air 200 The Training Workbook 9) The Pratt & Whitney PT6A-41 0r 42 engine is rated at: a) 550 SHP b) 850 SHP c) 500 SHP d) 600 SHP 10) During a ground start of the right engine, the IGNITION ON light should illuminate: a) At 10% N1 RPM. b) When the condition lever is moved to LO IDLE. c) At a stabilized 16% N1. d) When the start switch is moved to the IGNITION and ENGINE START position. 11) True or False: Compressor bleed valves are designed to prevent compressor stalls at reduced power. 12) What is another name for bleed air? 13) What is the approximate power turbine to propeller gear reduction ratio? 14) True or False: The power turbine and N1 shafts turns in opposite direction. 15) At what speed is the compressor turning, at 100% N1? 16) What are the following engine limits for the engine during takeoff? ITT TORQUE Np N ) The Low Idle ITT limit of the engine is -42, -41, C. 18) On a hot day while awaiting take-off clearance, you see the ITT above the Low Idle limit. What should you do?

113 King Air 200 The Training Workbook ) True or False: Illumination of a CHIP DETECT annunciator indicates a positive metal contamination in the engine oil supply. 20) True or False: Oil pressure values below psi are unsafe and require that the engine be shut down. 21) The fire detection system on these airplanes is designed to provide warning in the event of a fire in the: a) Engine compartment b) Nose compartment c) Wheel well d) All of the above. 22) What are the memory items for an emergency engine shutdown? 23) True or False: Circle the correct answer. T F The N1 gauge is marked in percent of gas generator RPM. T F Temperature and torque are two separate limitations. T F The condition levers should be milked to keep ITT temperatures within limits on a normal ground start. T F It is more important to have your hand on the ignition and start switch during a start than to have your hand on the condition lever. T F Even though your engine has two ignition plugs, it will start with only one operating. T F ITT, N1 and prop RPM are all self-generating engine instruments. 24) When is it best to check oil level and service it, if required? 25) What caution is there regarding the addition of oil to your engine? 26) List the starter limitations.

114 114 King Air 200 The Training Workbook CHAPTER 6 PROPELLERS OBJECTIVES After completing this chapter, you will be able to: 1) Identify the major components of the propeller system. 2) Describe the operation of the propeller governor, overspeed governor and the fuel topping governor. 3) Explain onspeed, overspeed and underspeed conditions. 4) Describe the feathering process. 5) Explain the use of "Beta". 6) Explain the autofeather system and describe its operation. 7) Understand emergency procedures. GENERAL The King Air 200 utilizes a three or four blade propeller. Serial numbers BB-2 through BB-1438 have a three bladed Hartzell or McCauley prop while later models have a four bladed prop installed. The propellers are constant speed, full feathering, and reversible. They are controlled by engine oil from a single acting, engine-driven governor backed by an overspeed governor. This hydraulic action controls the propeller governor which boosts engine oil pressure to move a piston in the propeller dome that regulates the blade angle for constant speed setting in all flight attitudes and speeds. Centrifugal counterweights and feathering springs drive the propeller blades into the feather or high pitch position. The centrifugal counterweights on each blade, in conjunction with a feathering spring, increase pitch (decrease RPM) to the feathered position as governor oil pressure is relieved. The feathering spring completes the feathering operation when centrifugal twisting moment is lost as the propeller stops rotating. The propeller automatically feathers on engine shutdown, preventing the free turbine from windmilling. However, if an

115 King Air 200 The Training Workbook 115 engine fails in flight, the propeller will not feather because of the windmilling effect and governor action. Feathering in flight should be manually selected by using the propeller control lever. An automatic feathering system is installed which will immediately dump oil from the propeller hub if the oil pressure drops below 6.5 psi on the King Air 200 or 8.7 psi on the B200 at power settings of 90 percent N1 or greater. Low pitch propeller position is determined by a mechanically monitored hydraulic stop. PILOT TIP Always tie down the propellers when parked. Unrestrained props tend to windmill and prolonged windmilling at zero oil pressure will result in bearing damage. BASIC PRINCIPLES Constant-speed propellers operated in three conditions controlled by a propeller governor. They are: 1) Onspeed 2) Overspeed 3) Underspeed Onspeed This is when the selected RPM and actual RPM are the same. Overspeed This is when the actual RPM is greater than the selected RPM. Underspeed This is when the actual RPM is less than the selected RPM.

116 116 King Air 200 The Training Workbook PROPELLER GOVERNOR The King Air is equipped with three propeller governors. They are the primary governor, the over-speed governor and the fuel topping governor. PRIMARY GOVERNOR The primary governor is needed to convert a variable pitch propeller into a constant speed propeller. It does this by changing blade angle to maintain the propeller speed the pilot has selected. The primary governor can maintain any selected propeller speed from approximately 1600 RPM to 2000 RPM. Assume an aircraft is in normal cruising flight with the propeller turning 1700 RPM. If a descent is initiated without changing power, the airspeed will increase. This decreases the angle of attack of the propeller blades causing less drag on the propeller. As a result, the RPM's begin to increase. The governor will sense this "overspeed" condition and increase blade angle to a higher pitch. The higher pitch increases the blade's angle of attack, slowing it back to 1700 RPM, or "onspeed." Likewise, if the airplane moves from cruise to climb airspeeds without a power change, the propeller RPM tends to decrease, but the governor responds to this "underspeed" condition by decreasing blade angle to a lower pitch, and the RPM returns to its original value. Thus the governor gives "constant speed" characteristics to the

117 King Air 200 The Training Workbook 117 variable pitch propeller. Power changes, as well as airspeed changes, cause the propeller to momentarily experience overspeed or underspeed conditions, but once more the governor reacts to maintain the onspeed condition. There are times, however, when the primary governor is incapable of maintaining selected RPM. To help explain this situation, imagine an airplane approaching to land with its governor set at 1700 RPM. As power and airspeed are both reduced, underspeed conditions exist which cause the governor to decrease blade angle to restore the onspeed condition. If blade angle could decrease all the way to 0º or even reverse, the propeller would create so much drag on the airplane that aircraft control would be dramatically reduced. The propeller, acting as a large disc, would blank the airflow around the tail surfaces, and a rapid nose-down pitch change would result. To prevent these unwanted characteristics, a low pitch stop is installed. As the blade angle is decreased by the governor, eventually the low pitch stop is reached, and the blade angle becomes fixed and cannot continue to a lower pitch. The governor is therefore incapable of restoring the onspeed condition, and propeller RPM falls below the selected governor RPM setting. Low Pitch Stop Whenever the actual propeller RPM is below the selected governor propeller RPM, the propeller blade angle is at the low pitch stop (assuming the prop is not feathered). For example, if the propeller control is set at 1800 RPM but the propeller is turning at less than 1800 RPM, the blade angle is at the low pitch stop. Normally, the low pitch stop is simply at the low pitch limit of travel, determined by the propeller's construction. But with a reversing propeller, the extreme travel in the low pitch direction is past 0, or into reverse and negative blade angles. Consequently, the low pitch stop on this propeller must be designed in such a way that it can be removed or repositioned when reversing is desired. The low pitch stop is created by mechanical linkage sensing the blade angle. The linkage causes a valve to close to stop the flow of oil coming into the propeller dome. Since this oil causes low pitch and reversing, once it is blocked off a low pitch stop has been created. The low pitch stop valve, commonly referred to as the "beta" valve, is quite positive in its mechanical operation. Furthermore, the valve is spring loaded to provide redundancy in the event of mechanical loss of beta valve control. The position of the low pitch stop is controlled from the cockpit by the power lever. Whenever the power lever is at idle or above, this stop is set at 18º blade angle. But bringing the power lever aft of idle progressively

118 118 King Air 200 The Training Workbook repositions the stop to blade angles less than 18. Keep in mind that just because the low pitch stop has been moved back to smaller angles than 18, this only affects the actual blade angle when it is on the low pitch stop. If the propeller RPM is still on the selected governor setting bringing the power lever aft of IDLE will not cause the propeller to reverse. Only when the propeller RPM is below the selected governor RPM does reversing actually occur when the power lever is brought aft. This is because in this condition the blade angle is on the low pitch stop, which is being repositioned into the reverse range. The region between 18º and 5º blade angle is referred to as the beta for taxi" range. In this range, the engine's compressor speed N1 remains at the value it had when the power lever was at IDLE (52% to 70%, based on condition lever position). From +5 to -9º blade angle, the N1 speed progressively increases to a maximum value at - 9 of approximately 85% N1. This region, designated by red and white stripe on the power lever gate, is referred to as the "beta plus power" ranger and ends at maximum reverse. OVERSPEED GOVERNOR The overspeed governor provides protection against excessive propeller speed in the event of a primary governor malfunction. Since the PT6's is driven by a free turbine (independent of the engine's compressor) overspeed can rapidly occur if the primary governor fails. The operating point of the overspeed governor is set 4% greater than the primary governor's maximum speed. Since the maximum speed selected on the primary governor is 2000 RPM, the overspeed governor is set at 2080 RPM. As a runaway propeller's speed reaches 2080 RPM, the overspeed governor will begin increasing blade angle to a higher pitch, to prevent the RPM from continuing its rise. From a pilot's point of view, a propeller tachometer stabilized at approximately 2080 RPM would indicate failure of the primary governor and proper operation of the overspeed governor. A test switch can reset this point of the overspeed governor down to approximately 1870 RPM for a preflight check. FUEL TOPPING GOVERNOR If the propeller sticks or moves too slowly during a transient condition causing the propeller governor to act too slowly to prevent an overspeed condition, the power turbine governor, contained within the constant speed governor housing, acts as a fuel topping governor. When the propeller reaches 2120 RPM, the fuel topping governor limits the fuel flow to the gas generator,

119 King Air 200 The Training Workbook 119 reducing N1 RPM, which in turn prevents the propeller RPM from exceeding approximately 2200 RPM. The fuel-topping governor vents air pressure from the Fuel Control Unit, which results in a fuel flow reduction. The FTG will reduce fuel flow when the propeller overspeed reaches approximately 106% of the selected propeller RPM. Since the FTG uses the same flyweights and pilot valve mechanism as the primary governor, the fuel-topping governor will not be operational if the primary governor fails. In this case, prop overspeed will be controlled by the backup overspeed governor. During operation in the reverse range, the fuel topping governor is reset to approximately 95% propeller RPM before the propeller reaches a negative pitch angle. This ensures that the engine power is limited to maintain a propeller RPM somewhat less than that of the constant speed governor setting. The constant speed governor therefore will always sense an underspeed condition and direct oil pressure to the propeller servo piston to permit operation in Beta and reverse ranges. PROPELLER FEATHERING The propellers installed on the King Air are full feathering props. Using normal oil pressure, the propellers can be feathered manually, or with the autofeather system. By placing the propeller control lever aft into the feathered detent, the pilot valve is mechanically lifted and dumps oil from the propeller dome into the reduction gearbox. This loss of oil pressure allows the centrifugal flyweights and feathering springs to rapidly drive the propeller to feather. If the pilot fails to feather the propellers during shutdown, the oil pressure will decrease and the centrifugal force of the counterweights and springs will eventually feather the propeller. However, this is not the recommended procedure. AUTOFEATHER The automatic feathering system provides a means of immediately dumping oil from the propeller servo to enable the feathering spring and counterweights to start the feathering action of the blades in the event of an engine failure. Although the system is armed by a switch on the subpanel, placarded AUTOFEATHER - ARM - OFF - TEST, the completion of the arming phase does not occur until both power levers are advanced above 90% N1 at which time both the right and left indicator lights on the caution/advisory annunciator panel indicate a fully armed system. The annunciator panel lights are green, placarded L AUTOFEATHER and R AUTOFEATHER.

120 120 King Air 200 The Training Workbook The system will remain inoperative as long as either power lever is retarded below 90% N1 position. The system is designed for use only during takeoff and landing and should be turned off when establishing cruise climb. If an engine fails while the system is armed and engine torque begins to drop off below 400 foot-pounds, a switch on the failed engine opens and disarms the autofeather system for the opposite engine. Disarming of the autofeather portion of the operative engine is further indicated when the annunciator indicator light for that engine extinguishes. If the torque on the failed engine continues to drop below approximately 200 ft-lbs, the oil is dumped from the servo and the feathering spring rapidly starts the blades toward the feather position. PROPELLER BETA AND REVERSING When the power lever controls are lifted for placement in the reverse range, the power levers actuate the Beta valve to direct governor pressure to the propeller piston, decreasing blade angle through zero and into a negative range. The travel of the propeller servo piston is fed back to the Beta valve to null its position and, in effect, provide many negative blade angles all the way to full reverse. The opposite will occur when the power lever is moved from full reverse to any forward position up to idle, therefore providing the pilot with manual blade angle control for ground handling. As a precaution against overtorquing the engines or developing asymmetrical thrust, an RVS NOT READY light is located in the pedestal annunciator panel. Power to the warning light switches is supplied through the landing gear control switch when the landing gear is in the DOWN position. When both propeller levers are in the high RPM position, the switches are open and the warning light is out. When either propeller lever is moved from the high RPM position, its respective warning switch closes to illuminate the RVS NOT READY light in the pedestal annunciator panel. The prop levers must be in the high RPM position to ensure constant reversing characteristics.

121 King Air 200 The Training Workbook 121 PILOT TIP Propellers should be moved out of reverse by 40 knots to minimize blade erosion. PROPELLER SYNCHROPHASER The Type I propeller synchrophaser automatically matches the right slave propeller and maintains the blades of one propeller at a predetermined position relative to the blades of the other propeller. To prevent the right propeller from losing excessive RPM if the left propeller is feathered while the synchrophaser is on, the synchrophaser is limited to approximately ±30 RPM from the manual prop control setting. Normal governor operation is unchanged but the synchrophaser will continuously monitor propeller RPM and reset the governor as required. A magnetic pickup mounted in each propeller overspeed governor transmits electric pulses to a transistorized control box. The control box converts any pulse rate differences into correction commands, which are transmitted to an actuator motor. The motor then trims the right propeller governor through a flexible shaft to exactly match the left propeller. A toggle switch, installed on

122 122 King Air 200 The Training Workbook the instrument panel, turns the system on. With the switch off, the actuator automatically runs to the center of its range of travel before stopping to assure that when next turned on the control will function normally. To operate the system, synchronize the propeller in the normal manner and turn the synchrophaser on. The right propeller RPM and phase will automatically be adjusted to correspond with the left. To change RPM, adjust both propeller controls at the same time. This will keep the right governor setting within the limiting range of the left propeller. If the synchrophaser is on but is unable to adjust the right propeller to match the left, the actuator has reached the end of its travel. Turn the synchrophaser switch off (allowing the actuator to run to the center of its range and the right propeller to be governed by the propeller lever), synchronize the propellers manually and turn the synchrophaser switch on. The Type II propeller synchrophaser system automatically matches the RPM of both propellers as a result of maintaining a specific phase relationship between the blades of the left and right propellers. The control box senses pulses which are generated by pickups mounted at identical locations on both engines. Ferrous metal targets, mounted on the propeller spinner bulkheads, provide the pulse reference for the pickups. Adjusting the RPM's of the propellers is accomplished by the control box with correction commands to each propeller governor. The governor servo can increase but never decrease the speed set by the propeller control lever. The RPM of one propeller will follow the changes in RPM of the other propeller over the predetermined holding range of the governor (approximately 25 RPM). This limited holding range prevents either propeller from losing more than a limited RPM if the RPM of the other propeller is manually reduced, such as in power changes or propeller feathering, while the synchrophaser is on. The synchrophaser system is controlled through a toggle switch placarded PROP SYNCH-ON-OFF. To operate the system, synchronize the propellers in the normal manner and turn the synchrophaser on. To change RPM, adjust both propellers at the same time. This will keep the setting within the holding range of the system. If the synchrophaser is on, but will not synchronize propellers, the propeller speeds are not within the limits required for the system to assume control. Turn the synchrophaser off, synchronize the propellers manually, and then turn the synchrophaser on.

123 King Air 200 The Training Workbook 123 PROPELLER LIMITATIONS PROPELLER ROTATIONAL SPEED LIMITS Transients not exceeding 5 seconds-2200 RPM Reverse-1900 RPM All other conditions-2000 RPM PROPELLER ROTATIONAL OVERSPEED LIMITS The maximum propeller overspeed limit is 2200 RPM and is time-limited to five seconds. Sustained propeller overspeeds faster than 2000 RPM indicate failure of the primary governor. Flight may be continued at propeller overspeeds up to 2080 RPM, provided torque is limited to 1800 foot-pounds. Sustained propeller over-speeds faster than 2080 RPM indicate failure of both the primary governor and the secondary governor, and such overspeeds are unapproved. PROPELLER EMERGENCY PROCEDURES NONE PROPELLER ABNORMAL PROCEDURES NONE PROPELLER EXPANDED PROCEDURES OVERSPEED GOVERNOR/RUDDER BOOST TEST 1) Rudder Boost Switch ON 2) Propeller Levers FULL FORWARD 3) Propeller Test Switch HOLD TO TEST 4) Left Power Lever 1,800 RPM 5) Left Overspeed Governor/Rudder Boost CHECK (1,870 ± 40)

124 124 King Air 200 The Training Workbook 6) Left Power Lever IDLE 7) Right Power Lever 1,800 RPM 8) Right Overspeed Governor/Rudder Boost CHECK (1,870 ± 40) 9) Propeller Test Switch RELEASED AUTOFEATHER TEST 1) Power Levers 500 ft-lb torque. 2) Autofeather Switch Hold to test position. 3) Power Levers: Retard individually. a. 400 ft.-lb Opposite annunciator extinguished. b. 200ft.-lb Autofeather annunciator light will cycle on and off. 4) Power Levers Both idle. 5) Autofeather Switch Armed.

125 King Air 200 The Training Workbook 125 PROPELLER SYSTEM QUESTIONS 1) The primary propeller governor has a governing range of RPM to RPM. 2) The overspeed governor is set to RPM. 3) True or False: The prop control levers should be full forward prior to selecting reverse. 4) The overspeed governor is reset to what RPM for testing? 5) True or False: Moving the propeller lever into reverse without the engine running will damage the reversing linkage. 6) With the auto feather system armed during an engine failure, the propeller of the failed engine will feather at lbs of torque. 7) If the actual propeller RPM is lower than the selected RPM, what speed condition is the prop governor in? a) Underspeed b) Onspeed c) Overspeed 8) When will the prop reverse not ready annunciator light illuminate? 9) The type I synchronizer/synchrophaser system maintains both props at the same RPM by adjusting RPM of the: a) RIGHT PROP b) LEFT PROP 10) When using maximum reverse power at HI IDLE and full increase RPM, you would expect a maximum propeller RPM of: a) 2000 RPM b) 1900 RPM

126 126 King Air 200 The Training Workbook c) 2080 RPM d) 1600 RPM

127 King Air 200 The Training Workbook 127 CHAPTER 7 PRESSURIZATION AND ENVIRONMENTAL SYSTEMS OBJECTIVES After completing this chapter, you will be able to: 1) Identify the components in the pressurization system. 2) Explain the operation of the pressurization system. 3) Recognize pressurization system emergencies. 4) Identify the components in the environmental system. 5) Explain the operation of the heating and air conditioning system. 6) Explain the operation of the emergency oxygen system. INTRODUCTION This chapter describes the operation of the pressurization and environmental systems. Pressurization allows the altitude of the cabin to be lower than the altitude of the aircraft without the need for supplemental oxygen. Whenever cabin altitude and aircraft altitude are identical, there is no pressure differential. Pressure differential is measured in "pounds per square inch differential" (psid). This is the difference between inside cabin pressure, and outside ambient pressure. Whenever the inside cabin pressure is the greater than the outside ambient pressure, then the differential is a positive number. If cabin pressure is less than ambient pressure, then the differential is a negative number. So at 6.5 psid the cabin can be at sea level with the aircraft at 15,600 feet. With the cabin at 10,000 feet, the aircraft can climb to nearly 35,000 feet before maximum differential is reached. Although the King Air's pressure vessel is designed to withstand a normal maximum differential of 6.5 psid, the minimum allowable differential is 0.

128 128 King Air 200 The Training Workbook This means the aircraft structure cannot withstand a negative differential. If atmospheric pressure exceeds cabin pressure, a "negative pressure" relief diaphragm in the outflow valve opens to allow atmospheric pressure to relieve cabin negative pressure. "Pressure vessel" is that part of the aircraft cabin designed to withstand the pressure differential. In the King Air, the pressure vessel extends from the forward pressure bulkhead located between the cockpit and nose section to a rear pressure bulkhead located just aft of the cabin baggage compartment. The aircraft's exterior skin makes up the outer seal. Windows are of round design for maximum strength. All cables, wire bundles, and plumbing passing through the pressure vessel boundaries are sealed to reduce leaks. "Environmental system" refers to the devices which control the pressure vessel's environment. Along with ensuring a circulation of air, this system controls temperature by utilizing heating and cooling devices as needed. HEATING, COOLING AND PRESSURIZATION - DESCRIPTION AND OPERATION Cabin bleed air heating is accomplished by extracting bleed air from the compression stage (P3) of each engine and mixing it with ambient air in the flow control unit of each engine. The bleed air control valve is energized by a bleed air switch on the copilot's subpanel.

129 King Air 200 The Training Workbook 129 The ambient air control solenoid valve is energized closed on the ground by a landing gear safety switch on the left main landing gear to provide only warm bleed air to the cabin. When the airplane lifts off the ground, the landing gear safety switch de-energizes and immediately opens the left ambient air control valve. Approximately six seconds later the right ambient air control solenoid valve opens. Air is ducted into the cabin through or around the air-to-air heat exchangers in the wing center section leading edges. Control of the air bypassing the air to air heat exchanger or being routed through the heat exchangers is accomplished by regulating the position of the bleed air bypass valves. These can be adjusted either manually or automatically by using the appropriate switch on the copilot's subpanel. At the juncture of the bleed air lines under the cabin floor on the right side of the fuselage, a check valve is installed to prevent the loss of pressure should either engine fail. The bleed air line is routed forward along the right side of the fuselage to a mixing plenum just aft of the forward pressure bulkhead. Here the bleed air is mixed with recirculated cabin air. The bleed air lines from the engine compartment to the mixing plenum are wrapped with insulation and aluminum tape to reduce heat loss to a minimum. The air from the mixing plenum is routed through ducts behind the instrument panel to outlets on each side of the cockpit and to the defroster outlets for the windshield. A valve to each outlet and in the defroster duct controls the flow of heated air into the cockpit. These valves are regulated by push-pull controls on the subpanel. Low pressure ducting extends aft from the mixing plenum and distributes the conditioned air through the floor and overhead outlets on each side of the cabin. If the air in the heated air duct becomes excessively hot, an overtemperature switch located in the ducting illuminates the DUCT OVERTEMP caution annunciator. When the DUCT OVERTEMP annunciator light comes on, operation of the temperature and air controls should lower the temperature. If this fails, the bleed air bypass valves should be checked for proper operation. A butterfly valve located in the heated air duct is controlled by the CABIN AIR control knob on the copilot's sub-panel. When this knob is pulled out, only a minimum amount of warm air is permitted to pass through the valve to the cabin floor outlets, thereby increasing the amount of warm air available to the pilot and copilot heat outlets and to the defroster. On some airplanes, a solenoid-operated air-balance valve is installed between the

130 130 King Air 200 The Training Workbook main heat duct and the two forward floor outlets. The valve is normally closed and limits the amount of air going to the two forward floor outlets, thereby permitting a balanced flow of air to the rear of the cabin. When the vent blowers operate, the air-balance valve opens, permitting an increased flow of air to the two forward floor outlets. When an aft vent blower is installed, an air check valve between the blower output duct and the heated air duct permits the blower output air to circulate into the heated air ducting. At cruise power, the heating capacity of the system is sufficient to maintain cabin temperatures in excess of 65 F at ambient temperatures of -65 F. HEATING TEMPERATURE CONTROL - DESCRIPTION AND OPERATION The temperature control system consists of a cabin temperature mode selector switch, a manual temperature switch, a temperature control box, a cabin temperature sensor, a duct temperature sensor, and two heat exchanger bypass valves. The cabin temperature mode switch has four positions; MANUAL HEAT, MANUAL COOL, OFF and AUTO. The forward evaporator has a two-speed fan for air distribution, which is controlled by a three position VENT BLOWER switch on the subpanel. Positions on the VENT BLOWER switch are: AUTO, LOW and HIGH. The fan will operate in low speed when the mode switch is positioned to AUTO, MANUAL HEAT or MANUAL COOL. AUTOMATIC OPERATION When the AUTO mode is selected, the heating and air-conditioning system is automatically controlled through the temperature control box. A signal from the temperature control box is transmitted to the bleed air bypass valves in the wing center section. Here the engine bleed air is regulated by the bypass valves to control the amount of bleed air bypassing the air-to-air heat exchangers. When a signal from the temperature control box drives both bleed air bypass valves to the maximum cool position, the refrigerant compressor clutch and condenser blower will energize. The clutch and fan will remain energized until the left valve rotates back past the 30 position. At this position, the micro switch on the valve operates to deenergize the clutch fan. A thermal switch is wired into the AUTO mode circuit to prevent the clutch and condenser blower from being energized until the ambient temperature is above 50 F, even though a cool signal is sent from the temperature control box. MANUAL HEAT OPERATION

131 King Air 200 The Training Workbook 131 When the cabin temperature mode switch is in the MANUAL HEAT position, the temperature is controlled by selecting the position of the bypass valves with the momentary increase/decrease (MANUAL TEMP) control switch. When the MANUAL TEMP selector is switched to INCR, the left bypass valve is driven open to allow the engine bleed air/ambient air mixture to be routed around the heat exchanger for increased cabin heating. The switch must be held in the INCR position to actuate the bypass valves because the valves will stop moving when the MANUAL TEMP switch is released. If sufficient heating is not obtained by full actuation of the left bypass valve, an integral limit switch in the valve will close and the right bypass valve will begin to move. Allow approximately 30 seconds for each valve to drive to the full open or full closed position. When the airplane is on the ground, the ambient air shutoff valves are closed by actuation of the landing gear safety switch. This exclusion of ambient air permits all of the heat from the engine bleed air to be used for cabin heating. When the airplane lifts off the ground, the safety switch opens the circuit to the left ambient air valve. In order to prevent a pressure surge in the cabin, the right valve will open a few seconds after the left valve through a time delay circuit. RADIANT HEAT PANELS Optional radiant heat panels may be used where additional heat is required. The radiant heating system on airplanes BB-2 through BB- 449 consists of two heating panels bonded to the forward and aft headliner. The heating panels are controlled manually by a single on/off switch on the subpanel. Thermal switches mounted in the panels provide overheat protection. The radiant heating system consists of five heating panels installed above the windows in the service panels. The system is controlled by an on/off switch on the subpanel. Overheat protection is provided by a thermostat and a 194 thermal fuse located on the back of each heat panel. For ease of service, each heating panel is attached to the service panel with six strips of Velcro tape.

132 132 King Air 200 The Training Workbook PILOT TIP When the airplane is connected to an auxiliary power unit, Radiant Heat can be used to warm the cabin prior to engine start. ELECTRIC HEAT An optional electric heat system is used to preheat the interior of the airplane prior to engine operation and is not designed to supplement engine bleed air heat. The electric heat system should be powered through a ground power unit, as the ship's battery cannot power the system. Electric heat is normally operated when cold weather makes it necessary to heat the cabin area prior to the boarding of passengers. The system is designed so that it only operates when the airplane is on the ground and the ambient temperature inside is at or below 60 F. Once on, the thermostatically controlled system will continue to provide heat until a thermostat signals the electric heat relay that duct temperature has reached approximately 118 F, at which time the electric heat magnetically held switch releases to turn the electric heat off. NOTE Manually holding the electric heat switch in the ON position will not override the electric heat control relay to operate the electric heat system. Control of the electric heat system is separate from the automatic and manual temperature controls for bleed air heat. A control switch, placarded ELEC HEAT on the right inboard subpanel, energizes the heater power relays for the forward and aft electric heaters. The aft vent blower switch, placarded AFT BLOWER ON, is located next to the ELEC HEAT switch. The forward electric heat circuit is enabled when the cabin temperature mode switch is set to the MAN HEAT position. The aft electric heat circuit is enabled when MAN HEAT is selected and the AFT BLOWER switch is set to ON. The vent blowers that distribute cool air also distribute the heat produced by the electric heaters. Overheat sensors cutoff power to the electric heaters if duct temperature reaches approximately 118 F or above. FRESH AIR VENTILATION

133 King Air 200 The Training Workbook 133 Fresh-air ventilation is provided from two sources. One source, which is available during both the pressurized and the unpressurized mode, is the bleed air heating system. This air mixes with recirculated cabin air and enters the cabin through the floor registers. The volume of air from the floor registers is regulated by using the CABIN AIR control knob located on the copilot's subpanel. The second source of fresh air, which is available during the unpressurized mode only, is ambient air obtained (through a check valve) from the condenser section in the nose of the airplane. During pressurized operation, cabin pressure forces the check valve closed. During the unpressurized mode, a spring holds the check valve open, so that the forward blower can draw this air into the cabin. The ambient air then mixes with recirculated cabin air, goes through the forward blower, through the forward evaporator, (if it is operating, the air will be cooled), into the mixing plenum, into both the ceiling-outlet and the floor-outlet duct, and into the cabin through all the ceiling and floor outlets. Air ducted to each individual ceiling eyeball outlet can be directionally controlled by moving the eyeball in the socket. Volume is regulated by twisting the outlet open or closed. COOLING - DESCRIPTION AND OPERATION The King Air 200 air-conditioning system is similar to a home or automotive system. The airconditioner system consists of five major components. They are the evaporator(s), condenser, expansion valves, compressor and receiver/dryer. During operation, the belt-driven compressor, located on the right engine, compresses the refrigerant gas to a high pressure, high temperature vaporized gas. The gas is routed through a condenser coil, located in the nose of the fuselage, where cooling air drawn through the condenser by a blower removes heat from the gas, thereby condensing it to a liquid. The liquid then passes through the receiver/ dryer, located to the left of the condenser, where any moisture or foreign material is removed from the Freon. From here the liquid refrigerant flows to the expansion valve where it is metered into the evaporator at a rate that will allow all of the liquid to evaporate and return to the compressor at a reduced pressure. The heat required for this evaporation is absorbed from the air which is drawn over the evaporator cooling fins by the ventilation blower which also distributes heated or cooled air to the cabin. The forward evaporator and forward vent blower are located in the right nose keel section. An optional aft evaporator and aft vent blower, for additional cooling capacity, are located under the center aisle floorboard aft of the wing main spar. If the optional evaporator and vent blower are installed, the forward vent blower distributes air to the forward overhead outlets,

134 134 King Air 200 The Training Workbook the crew compartment outlets and the forward floor outlets. The aft evaporator and vent blower will supply air to the aft overhead outlets, the rear floor outlets and the toilet compartment (if installed). If only the forward evaporator and vent blower are installed, air will be supplied to all outlets. The air conditioning system with only the forward evaporator is rated at 18,000 BTU. The combined rated output of both forward and aft evaporators is 32,000 BTU at 70% N1 turbine speed. AIR CONDITIONING TEMPERATURE CONTROL DESCRIPTION AND OPERATION The temperature control system consists of a cabin temperature mode switch, a manual temperature selector switch, a temperature control box, a cabin temperature sensor, a duct temperature sensor, two heat exchanger bypass valves and electrical relays. The cabin temperature mode switch has four positions; MANUAL HEAT, MANUAL COOL, OFF and AUTO. The forward evaporator has a two-speed blower for air distribution, which is controlled by a three position VENT BLOWER switch on the subpanel. Positions on the VENT BLOWER switch are: AUTO, LOW and HIGH. The low speed will come on when the mode switch is turned on to AUTO, MANUAL HEAT or MANUAL COOL. PILOT TIP To keep the air conditioner in working order, it should be operated at least 10 minutes every month. AUTOMATIC OPERATION

135 King Air 200 The Training Workbook 135 When the cabin temperature mode switch is in the AUTO position, the output signal from the temperature control box drives both bleed air bypass valves. As the left bypass valve passes through the 30 position, its externally mounted micro switch actuates and energizes the refrigerant compressor clutch and condenser blower. The clutch and fan will operate until the left valve rotates back past the 30 position towards closed. When the AUTO mode is selected, the heating and air-conditioning system is automatically controlled through the temperature control box. A signal from the temperature control box is transmitted to the bleed air bypass valves in the wing center section. Here the engine bleed air is regulated by the bypass valves to control the amount of bleed air bypassing the air-to-air heat exchangers. When a signal from the temperature control box drives both bleed air bypass valves to the maximum cool position, the refrigerant compressor clutch and condenser blower will energize. A thermal switch is wired into the AUTO mode circuit to prevent the clutch and condenser blower from being energized until the ambient temperature is above 50 F, even though a cool signal is sent from the temperature control box. Protection from refrigerant overpressure or underpressure is provided by a circuit which incorporates high and low pressure switches. These switches are attached to the refrigerant lines under the right leading edge of the wing center section. When the switches are actuated on early model 200's, a fuse located in the right side of the wing center section will blow; on later model 200's, a reset switch located in the nose wheel well will de-energize the system. When the fuse is blown or the reset switch opened, both the condenser blower and the compressor are shut down. The vent blower will remain in operation to provide cabin air circulation. When a pressure switch is actuated, the system should be thoroughly checked before being returned to service; however, when a service facility is not readily available and air conditioning is required, the reset switch on the late model 200's may be depressed to actuate the system. It may be assumed that the circuit at the switch is closed when the light on the reset switch button is extinguished. MANUAL COOL OPERATION With the cabin temperature mode switch in the MANUAL COOL position, the compressor clutch and condenser fan are energized through a time delay circuit. The time delay circuit prevents the compressor clutch from being energized until 10 seconds after being de-energized to allow the refrigerant pressure in the compressor to equalize so the compressor will not be turned on under high loads. Cabin temperature is controlled by actuation of the heat exchanger bypass valves through the MANUAL TEMP switch. The rotation of the valves will stop at the position

136 136 King Air 200 The Training Workbook at which the MANUAL TEMP switch is released. The bypass valves must be fully closed for maximum cooling. PILOT TIP The air conditioner will not operate unless the manual temperature switch is held in the decrease position for 1 minute. FORWARD EVAPORATOR FREEZE PROTECTION An automatic hot gas bypass valve, located in the refrigerant plumbing in the front evaporator section, operates to prevent freeze-up of the evaporator by routing the hot refrigerant gas around the expansion valve. This maintains a constant evaporator temperature just above freezing. A 33 F thermal switch is installed in the forward evaporator section to operate the bypass valve. PRESSURIZATION - DESCRIPTION AND OPERATION The air used for cabin pressurization is obtained by bleeding air from the compressor stage P3 of each engine. A flow control units is mounted on the forward side of each nacelle firewall. These units mix ambient air with bleed air in order to control total air flow used for pressurization. Bleed air also supplies pressure to operate the air driven instruments, the door seal, rudder boost and the surface deice system. The bleed air and ambient air from the cowling intake are mixed together by the flow control units to produce a maximum total flow of 14 pounds per minute. Bleed air comprises as much as 10 pounds of air flow on cold days and as little as 6 pounds on hot days. The bleed air lines from the engine compartment to this mixing plenum are wrapped with insulation and aluminum tape to reduce the loss to a minimum. FLOW CONTROL UNIT

137 King Air 200 The Training Workbook 137 Each flow control unit consists of an ejector and an integral bleed air modulating valve, firewall shutoff valve, and a check valve that prevents the bleed air from escaping through the ambient air intake. The flow of bleed air through the flow control unit is controlled as a function of atmospheric pressure and temperature. Ambient air flow is controlled as a function of temperature only. When the bleed air valve switches on the co-pilot's left subpanel are turned on, a bleed air shutoff electric solenoid valve on each flow control unit opens to allow the bleed air into the unit. As the bleed air enters the flow control unit, it passes through a filter before going to the reference pressure regulator. The regulator will reduce the pressure to a constant value of 18 to 20 psi. This reference pressure is then directed to the various components within the flow control unit that regulate the output to the cabin. One reference pressure line is routed to the firewall shutoff valve located downstream of the ejector. A restrictor is placed in the line immediately before the shutoff valve to provide a controlled opening rate. At the same time, the reference pressure is directed to the ambient air modulating valve located upstream of the ejector and to the ejector flow control actuator. A pneumatic thermostat with a variable orifice is

138 138 King Air 200 The Training Workbook connected to the modulating valve. This pneumostat is located on the lower aft side of the fireseal forward of the firewall. The bimetallic sensing discs of the thermostat are inserted into the cowling intake. These discs sense ambient temperature and regulate the size of the thermostat orifices. Warm air will open the orifice and cold will restrict it until, at 30ºF, the orifice will be completely closed. Since air is delivered to the pressure vessel at a relatively constant rate of flow, the Pressurization Control System controls only the outflow of air from the pressure vessel to achieve control of the pressure differential. The outflow of pressurized cabin air is controlled by the outflow valve and safety valve, a cabin pressure controller, safety and preset solenoids. The outflow and safety valves sense atmospheric pressure through vents that protrude through the aft pressure bulkhead. The outflow and safety valves are installed in a recessed area on the aft pressure bulkhead. Excess cabin pressure is vented into the access area immediately aft of the valves. The outflow valve is used for three purposes. First, it meters the outflow of cabin air in response to vacuum control forces from the controller. Second, it contains a preadjusted relief valve set to ensure that the cabin does not exceed 6.1 psid. Third, it incorporates a negative pressure differential relief diaphragm which prevents the pressure differential from being negative. The safety valve also performs three functions. First, it is the "Dump Valve" which opens completely to relieve all pressure differential whenever the Pressure Control Switch is positioned in "Dump," or when the switch is in "Press" and the left landing gear safety switch is closed due to the weight of the aircraft compressing the gear strut. Second, it contains a preadjusted relief valve set to ensure that differential pressure does not exceed 6.1 psid. This provides protection against over-pressurization, should the outflow valve stick or be misadjusted. Last, like the outflow valve, it contains a negative pressure differential relief diaphragm. The pressurization controller, mounted in the cockpit pedestal, adjusts the opening of the outflow valve in order to regulate the outflow of air through the valve. It does this by varying the amount of vacuum applied to the outflow valve. The face of the Controller contains two knobs. The left one is the rate knob and the right one is the altitude knob. With the rate knob, the pilot can select a desired cabin rate of climb and descent, from a minimum of approximately 50 fpm to a maximum of 2,000 fpm. With the altitude knob, the pilot

139 King Air 200 The Training Workbook 139 can select a desired cabin pressure altitude, from 1,000 feet below sea level to 10,000 feet MSL. On the ground, the left landing gear safety switch closes to apply power to a normally open solenoid, which in turn closes to block off the source of vacuum to the controller. With no vacuum applied, the outflow valve moves to its spring-loaded, closed position. At liftoff the cabin will immediately begin to pressurize at the rate preset on the controller. Vacuum pressure for the pressure controller is controlled by the vacuum regulator that also regulates instrument vacuum. When the airplane is on the ground with the squat switch compressed, the cabin pressure control switch can be set to the TEST position to de-energize the preset and safety solenoids and allow the pressure control system to function as though the airplane were in flight. The cabin pressure control switch mounted on the cockpit pedestal, contains three positions. The aft position is labeled "Test," the center position is "Press" (for "pressure"), and forward is "Dump." Normally, it is left in the center position. The switch must be lifted over a detent to go to the Dump position. When released from the Test position, it will return back to the center, due to spring force. Outside air can enter the cabin anytime the cabin pressure differential is zero and the cabin pressure control switch to set to DUMP. Ambient air is then allowed to flow into the fresh air inlet, and into the forward evaporator plenum. Cabin pressure altitude and the cabin-to-atmosphere pressure differential are indicated on the differential pressure indicator. The pressure differential is expressed in psig and the pressure altitude is expressed in thousands of feet. The climb rate indicator allows monitoring of the rate of change of cabin pressurization. If cabin pressure altitude exceeds 12,500 feet, the cabin altitude warning pressure switch closes and the warning annunciator light labeled ALT WARN will illuminate. OXYGEN SYSTEM

140 140 King Air 200 The Training Workbook The system consists of an oxygen bottle mounted in the aircraft tail section, oxygen mask compartments in the cabin ceiling, a mask compartment in front of the toilet and a first aid mask over the cabin door. The pilot has two controls in the cockpit overhead panel; one to arm the system, labeled "PULL ON - SYSTEM READY," and a manual override control knob as a backup. In addition there are crew mask outlets in the cockpit. When the system is "armed," oxygen pressure regulated down to 70 psi is sent to a solenoid in the forward cabin ceiling. Next to the solenoid is a cabin pressure sensing switch which upon sensing a cabin above 12,500 feet will open the oxygen solenoid. The 70 psi pressure is then sent to pressure activated plungers in each mask compartment to drop the doors. When the masks fall out, they must be pulled to remove the pin from the oxygen flow valves in the mask compartment. On aircraft before BB-450, the cabin barometric pressure switch will turn on the cabin fluorescent lights and cabin signs, and a pressure switch on the single mask in front of the toilet will turn on the "PASS OX ON" annunciator light. On aircraft after BB-450, the pressure switch on the single oxygen mask illuminates the cabin signs, fluorescent lights, and the "PASS OX ON" annunciator light. The manual override system mechanically opens the oxygen solenoid to insure mask deployment should the automatic mode malfunction.

141 King Air 200 The Training Workbook 141 PILOT TIP The oxygen bottle is fully charged when it reads 1850 psi at 15º C. PRESSURIZATION AND ENVIRONMENTAL SYSTEMS LIMITATIONS CABIN DIFFERENTIAL PRESSURE GAGE Green Arc (Approved Operating Range) 0 to 6.6 psi Red Arc (Unapproved Operating Range) 6.6 psi to end of scale EMERGENCY PRESSURIZATION AND ENVIRONMENTAL SYSTEMS PROCEDURES BOLD TYPE INDICATES MEMORY ITEMS! USE OF OXYGEN WARNING THE FOLLOWING TABLE SETS FORTH THE AVERAGE TIME OF USEFUL CONSCIOUSNESS (TUC) (TIME FROM ONSET OF HYPOXIA UNTIL LOSS OF EFFECTIVE PERFORMANCE) AT VARIOUS ALTITUDES.

142 142 King Air 200 The Training Workbook Cabin Pressure Altitude TUC 35,000 feet 1/2-1 minute 30,000 feet 1-2 minutes 25,000 feet 3 to 5 minutes 22,000 feet 5 to 10 minutes 12-18,000 feet 30 minutes or more 1) Oxygen System Ready - PULL ON (verify) 2) Crew (Diluter Demand Masks) - DON MASKS 3) Mic Selector - OXYGEN MASK 4) Audio Speaker - ON 5) Passenger Manual Drop Out - PULL ON 6) Passengers - PULL LANYARD PIN, DON MASK 7) Oxygen Duration - CONFIRM 8) First Aid Oxygen - AS REQUIRED a. Oxygen Compartment - PULL OPEN b. ON/OFF Valve - ON c. Mask - DON PRESSURIZATION LOSS (ALT WARN Annunciator) 1) Oxygen a) Oxygen System Ready - PULL ON (verify) b) Crew - DON MASK c) Mic Selector - OXYGEN MASK

143 King Air 200 The Training Workbook 143 d) Audio Speaker ON e) Passenger Manual Drop Out - PULL ON f) Passengers - PULL LANYARD PIN, DON MASK 2) Descend as required. 3) Range - DETERMINE FOR FINAL CRUISE ALTITUDE 4) Oxygen Duration - CONFIRM AUTO-DEPLOYMENT OXYGEN SYSTEM FAILURE (ALT WARN Annunciator Illuminated, PASS OXY ON Annunciator Not Illuminated) 1) Passenger Manual Drop Out - PULL ON 2) First Aid Mask (if required) - DEPLOY MANUALLY 3) Oxygen Control Circuit Breaker - PULL 4) Passenger Manual Drop Out - PUSH OFF HIGH DIFFERENTIAL PRESSURE (Cabin Differential Pressure Exceeds 6.6 PSI) 1) Bleed Air Valves - ENVIR OFF 2) Oxygen (Crew and Passengers) - AS REQUIRED 3) Descend - AS REQUIRED WARNING ADEQUATE OXYGEN PRESSURE IS NOT PROVIDED TO THE PASSENGERS FOR SUSTAINED FLIGHT AT CABIN ALTITUDES ABOVE 34,000 FEET. THE HIGHEST RECOMMENDED CABIN ALTITUDE FOR SUSTAINED FLIGHT IS 25,000 FEET. SMOKE AND FUME ELIMINATION

144 144 King Air 200 The Training Workbook Attempt to identify the source of smoke or fumes. Smoke associated with electrical failures is usually gray or tan in color, and irritating to the nose and eyes. Smoke produced by environmental system failures is generally white in color, and much less irritating to the nose and eyes. If smoke is prevalent in the cabin, cabin oxygen masks should not be intentionally deployed. If masks are automatically deployed due to an increase in cabin altitude, passengers should be instructed not to use them unless the cabin altitude exceeds 15,000 feet. ELECTRICAL SMOKE OR FIRE 1) Oxygen a) Oxygen System Ready - PULL ON (Verify) b) Crew (Diluter Demand Masks) - DON MASKS (100% position) c) Mic Selector - OXYGEN MASK d) Audio Speaker - ON 2) Cabin Temp Mode - OFF 3) Vent Blower - AUTO 4) Aft Blower (if installed) - OFF 5) Avionics Master - OFF 6) Nonessential Electrical Equipment OFF If Fire or Smoke Ceases: 7) Individually restore avionics and equipment previously turned off. 8) Isolate defective equipment. WARNING DISSIPATION OF SMOKE IS NOT SUFFICIENT EVIDENCE THAT A FIRE HAS BEEN EXTINGUISHED. IF IT CANNOT BE VISUALLY CONFIRMED THAT NO FIRE EXISTS, LAND AT THE NEAREST SUITABLE AIRPORT. If Smoke Persists or if Extinguishing of Fire is Not Confirmed:

145 King Air 200 The Training Workbook 145 9) Cabin Pressure - DUMP 10) Land at the nearest suitable airport. NOTE Opening a storm window (after depressurizing) will facilitate smoke and fume removal. ENVIRONMENTAL SYSTEM SMOKE OR FUMES 1) Oxygen a) Oxygen System Ready - PULL ON (Verify) b) Crew (Diluter Demand Masks) - DON MASKS (100% position) c) Mic Selector - OXYGEN MASK d) Audio Speaker ON 2) Cabin Temp Mode - OFF 3) Vent Blower - HI 4) Left Bleed Air Valve - ENVIR OFF If Smoke Decreases: 5) Continue operation with left bleed air off. If Smoke Does Not Decrease: 6) Left Bleed Air Valve - OPEN 7) Right Bleed Air Valve - ENVIR OFF 8) If smoke decreases, continue operation with right bleed air off.

146 146 King Air 200 The Training Workbook NOTE Each bleed air valve must remain closed long enough to allow time for smoke purging to positively identify the smoke source. EMERGENCY DESCENT 1) Oxygen - CREW REQUIRED (passengers as required) a) Oxygen System Ready - PULL ON (verify) b) Crew (Diluter Demand Masks) - DON MASKS c) Mic Selector - OXYGEN MASK d) Audio Speaker - ON e) Passenger Manual Drop Out - PULL ON f) Passengers - PULL LANYARD PIN, DON MASK 2) Power Levers - IDLE 3) Propeller Levers - FULL FORWARD 4) Flaps - APPROACH 5) Landing Gear - DN 6) Airspeed KNOTS MAXIMUM ABNORMAL PRESSURIZATION AND ENVIRONMENTAL SYSTEMS PROCEDURES DUCT OVERTEMPERATURE 1) Vent Blower - HIGH 2) Cabin and Cockpit Air - PUSH IN (to increase airflow to cabin) If Condition Persists:

147 King Air 200 The Training Workbook 147 3) Cabin Temp Mode - MAN HEAT 4) Manual Temp - DECREASE (for 60 seconds) If Condition persists, the Right Bypass Valve May Be Inoperative, Preventing Both Valves from moving to the Colder Position. 5) Left Bleed Air Valve - ENVIR OFF If the DUCT OVERTEMP Annunciator Does Not Extinguish after 2 Minutes: 6) Oxygen - AS REQUIRED 7) Right Bleed Air Valve - ENVIR OFF Descend as required. PRESSURIZATION AND ENVIRONMENTAL SYSTEMS EXPANDED PROCEDURES PRESSURIZATION TEST 1) Bleed Air valves Open 2) Condition Levers High Idle 3) Cabin Altitude Selector Knob feet below field pressure altitude 4) Rate Control selector Knob - Set index at 12-o'clock position 5) Cabin Pressurization Switch -Test position 6) Cabin VSI - CHECK FOR RATE OF DESCENT INDICATION 7) Cabin Pressurization Switch Released 8) Cabin Altitude Selector Knob - Planned cruise altitude plus 1000 feet 9) Condition Levers As required OXYGEN SYSTEM PREFLIGHT INSPECTION

148 148 King Air 200 The Training Workbook 1) Passenger Manual Drop Out - PUSH OFF 2) Oxygen System Ready - PULL ON 3) Crew Diluter Demand Masks - DON MASK, CHECK FIT AND OPERATION, AND STOW 4) Oxygen Duration - DETERMINE

149 King Air 200 The Training Workbook 149 PRESSURIZATION AND ENVIRONMENTAL SYSTEM 1) When does the vent blower operate? QUESTIONS 2) When is the cabin temperature rheostat functional? 3) When is the manual temperature switch functional? 4) Name the 3 functions of the outflow valve. 5) What is the function of the by-pass valves? 6) What controls radiant heat? 7) What is the normal allowable max differential pressure for the Model 200? 8) Upon lift-off, the cabin fails to pressurize. List some of the possible reasons. 9) The airplane entry door must be in the position for flight. 10) List the memory items on the Loss of Pressurization Checklist. 11) The ALT WARNING annunciator light illuminates at: a) 10,000 ft b) 12,000 ft c) 12,500 ft d) 14,500 ft 12) List the memory items for Emergency Descent. 13) What is the UTC at 25,000 feet? 14) What provides overheat protection for the radiant heat panels?

150 150 King Air 200 The Training Workbook 15) True or False: With the cabin at 10,000 feet, the aircraft can climb to nearly 35,000 feet before maximum differential is reached. 16) In what position should the condition levers be for a pressurization test? a) High b) Low

151 King Air 200 The Training Workbook 151 CHAPTER 8 LANDING GEAR, TIRES AND BRAKE SYSTEM OBJECTIVES After completing this chapter, you will be able to: 1) Identify the major components which make up the landing gear system. 2) Identify those systems using hydraulic power. 3) Identify those systems using electrical power. 4) Identify the major components of the brake system. 5) Know the airspeed limitations of the landing gear system. 6) Identify various types of unsafe gear indications and utilize the appropriate emergency checklist for each indication. GENERAL The King Air 200 utilizes two types of landing gear systems depending on serial number of the aircraft. BB-2 through BB-1192 use the mechanical landing gear system. Aircraft BB and after, utilize a hydraulic system. Both systems are controlled by a handle placarded LDG GEAR CONTROL - UP - DN on the pilot's right subpanel. The landing gear control handle must be pulled out of a detent before it can be moved from either the UP or the DN position.

152 152 King Air 200 The Training Workbook Visual indication of landing gear position is provided by individual green GEAR DOWN annunciators placarded NOSE -L R on the pilot's right subpanel. The annunciators may be checked in flight by pressing the annunciator. A red light in the landing gear control handle indicates when the gear is in transit. Gear up is indicated when the red light goes out. This red light also comes on with the warning horn anytime all gears are not down and locked when the power levers are retarded to less than 79% N1. The bulb may be checked by a press-to-test switch mounted adjacent to the landing gear control handle. The landing gear in-transit light will indicate one or all of the following conditions: a) Landing gear handle is in the "up" position and the airplane is on the ground with weight on the landing gear. b) One or both power levers retarded below approximately 79% N1 and one or more landing gears not down and locked. Warning horn will sound. c) Any one or all landing gears not fully retracted or in the down and locked position. d) Warning horn has been silenced and will not operate. The function of the landing gear in-transit light is to indicate that the landing gear is in transit or the position of the landing gear does not match that of the handle. It also indicates that the landing gear warning horn has been silenced and not rearmed. The light will remain on when the horn is silenced. The up indicator, down indicator and warning horn systems are completely independent systems. A malfunction in any one system will leave the other two systems unaffected. GROUND HANDLING TOWING Always ensure that the control locks are removed before towing the airplane. Serious damage to the steering linkage can result if the airplane is towed while the control locks are installed. Do not tow the airplane with a flat shock strut. The nose gear strut has turn limit warning marks to warn the tug driver when turning limits of the gear will be exceeded. Damage will occur to the nose gear and linkage if the turn limit is exceeded. A nose

153 King Air 200 The Training Workbook 153 gear steering stop block is installed to warn the pilot if tow limits have been exceeded. The maximum nose wheel turn angle is 48 left and right. When ground handling the airplane, do not use the propellers or control surfaces as hand holds to push or move the airplane. PILOT TIP Do not push or pull the airplane using the propellers or control surfaces. PARKING The parking brake may be set by pulling outward on the parking brake control, located on the extreme left side, below the pilot's subpanel, and depressing the toe portion of the pilot's rudder pedals. The parking control closes dual valves in the brake lines that trap the hydraulic pressure applied to the brakes and prevents pressure loss through the master cylinders. To release the parking brake, depress the pilot's brake pedals to equalize the pressure on both sides of the parking brake valves and push the parking brake control fully in. The tow bar connects to the upper torque knee fitting of the nose strut. The airplane is steered with the tow bar when moving the airplane by hand, or an optional tow bar is available for towing the airplane with a tug. Although the tug will control the steering of the airplane, someone should be positioned in the pilot's seat to operate the brakes in case of an emergency. NOSE LANDING GEAR Using differential power and brakes, the nose gear can be pivoted to its maximum angle of 50 degrees to the right or left of center, allowing the airplane to be turned within a 39'10" wing tip radius. Upon retraction, the nose landing gear assembly is fully enclosed in the wheel well. The gear door mechanism is a mechanical design that does not require sequencing valves. Three high intensity lights are mounted on the nose gear assembly. The dual landing lights on the nose gear provide coverage of light for landing at night. The single taxi

154 154 King Air 200 The Training Workbook light is aimed down to illuminate the ramp area ahead of airplane during ground operations. These lights will remain illuminated with the gear up until the switch is placed in the off position. An air-oil type shock strut on the nose wheel is filled with compressed air and hydraulic fluid to absorb landing shocks and decrease any bouncing tendencies. A shimmy damper is mounted on the right side of the nose gear strut. This hydraulic cylinder dampens any nose wheel shimmy during takeoff and landing. A linkage connected to the rudder pedals permits nose wheel steering when the nose gear is down. Since motion of the pedals is transmitted via cables and linkage to the rudder, rudder deflection occurs when force is applied to any of the rudder pedals. With the nose landing gear retracted, some of the force applied to any of the rudder pedals is absorbed by a spring-loaded link in the steering system so that there is no movement at the nose wheel, but rudder deflection still occurs. The nose wheel is self-centering upon retraction. PILOT TIP The landing and taxi lights remain on after the gear has been retracted. DESCRIPTION AND OPERATION - MECHANICAL LANDING GEAR The landing gear is operated by a split-field series wound motor, mounted on the forward side of the center section main spar. One field is used to drive the motor in each direction. To prevent over-travel of the gear, a dynamic brake relay simultaneously breaks the power circuit to the motor and makes a complete circuit through the armature and the unused field winding. The motor then acts as a generator and the resultant electrical load on the armature stops the gear. The main gear actuators are driven by torque shafts that carry torque from the gear box. The nose gear actuator is driven by Duplex chain that attaches to a sprocket on the gearbox torque shaft. A spring loaded friction clutch between the gear box and the torque shaft protects the motor in the event of mechanical malfunction. The main gears are held in the down-lock position by a hook and lock plate arrangement on each main gear drag brace. The nose gear is held in the down-lock position by the slight over center positioning of the nose gear drag brace. The drag brace is locked in position by the actuator. The jackscrew in each actuator holds the main and nose gears in the retracted position. An alternate extension jack mounted between the pilot and copilot seats

155 King Air 200 The Training Workbook 155 provides a means of landing gear extension in the event of a landing gear motor or electrical system malfunction. Manual landing gear extension is provided through a separate, chain-drive system. To engage the system, pull the LDG GEAR RELAY circuit breaker, located to the left of the landing gear control handle on the pilot's right subpanel, and ensure that the landing gear control handle is in the DN position. Pull up on the alternate engage handle (located on the floor) and turn it clockwise until it stops. This will electrically disconnect the motor from the system and lock the alternate drive system to the gear box. With the alternate drive locked in, the chain is driven by a continuous-action ratchet, which is activated by pumping the alternate extension handle located adjacent to the alternate engage handle. As many as 50 full strokes may be required to fully extend the landing gear. Stop pumping when all three green gear-down annunciators are illuminated. Further movement of the handle could damage the drive mechanism and prevent subsequent electrical gear retraction. If any of the following conditions exist, is likely that an unsafe gear indication is due to an unsafe gear and is not a false indication.

156 156 King Air 200 The Training Workbook 1) The inoperative gear down annunciator illuminates when tested. 2) The red light in the handle is illuminated. 3) The gear warning horn sounds when one or both power levers are retarded below a preset N1. After a practice manual extension of the landing gear, the gear may be retracted electrically. The landing gear control lever on the pilot's inboard subpanel controls the landing gear. A safety switch on the right main gear torque knee opens the control circuit when the strut is compressed. The safety switch also activates a solenoid-operated down-lock hook on the landing gear control handle located on the pilot's right subpanel. This mechanism prevents the landing gear control handle from being raised when the airplane is on the ground. The hook automatically unlocks when the airplane leaves the ground. In the event of a malfunction of the down-lock solenoid, the down lock can be released by pressing downward on the red down-lock release button. The release button is located just left of the landing gear handle. The landing gear control handle should never be moved out of the DN detent while the airplane is on the ground. Moving the gear handle out of the DN position while the aircraft is on the ground will cause the landing gear warning horn to sound intermittently and the red gear-in-transit lights in the landing gear control handle to illuminate (provided the MASTER SWITCH is ON). To prevent accidental retraction of the landing gear while the airplane is on the ground, a safety switch mounted on each of the main gears cuts power to the control circuit when the shocks are compressed. CAUTION NEVER RELY ON THE SAFETY SWITCH TO KEEP THE GEAR DOWN. THE LANDING GEAR CONTROL SWITCH MUST BE IN THE DOWN POSITION. WARNING SYSTEM MECHANICAL LANDING GEAR SYSTEM

157 King Air 200 The Training Workbook 157 The landing gear warning system is provided to warn the pilot that the landing gear is not down and locked during specific flight regimes. Various warning modes result, depending upon the position of the flaps. With the flaps in the UP or APPROACH position and either or both power levers retarded below approximately 80% N1, the warning horn will sound intermittently and the landing gear control handle lights will illuminate. The horn can be silenced by pressing the WARN HORN silence button adjacent to the landing gear control handle. The lights in the landing gear control handle cannot be canceled. The landing gear warning system will be rearmed if the power levers are advanced sufficiently. With the flaps beyond the APPROACH position, the warning horn and landing gear control handle lights will be activated regardless of the power settings, and cannot be canceled. DESCRIPTION AND OPERATION- HYDRAULIC LANDING GEAR The nose and main landing gear assemblies are operated by a hydraulic power pack in the left wing center section forward of the main spar. The two main components of the power pack are

158 158 King Air 200 The Training Workbook the motor and the hydraulic pump. Installed on the hydraulic pump housing are a pressure switch and a low fluid filter. To prevent pump cavitation, an engine bleed air pressure of 18 to 20 psi is plumbed to the power pack and hydraulic fill reservoirs. Three separate hydraulic lines are routed from the power pack to each of the actuators and supply hydraulic pressure for each of the landing gear modes which include retraction, extension, and emergency extension. A landing gear control switch on the pilot's inboard subpanel controls the landing gear. A solenoid-operated down lock latch prevents the switch from being actuated while the airplane is on the ground. This latch can be overridden by depressing the red down lock-release switch. To prevent accidental retraction of the landing gear, a safety switch mounted on each main gear cuts power to the control circuit whenever the shock struts are compressed. CAUTION NEVER RELY ON THE SAFETY SWITCH TO KEEP THE GEAR DOWN WHILE TAXIING. THE LANDING GEAR CONTROL SWITCH MUST BE IN THE DOWN POSITION DURING ALL GROUND OPERATIONS. When the landing gear handle is moved to the down position, the power pack down solenoid routes hydraulic fluid to the extend portion of the system. As the actuator piston moves to extend the landing gear, the fluid in the actuators exits through the normal retract port of the actuators and is carried back to the power pack through the normal retract plumbing. Fluid from the pump opens a pressure check valve in the power pack to allow the return fluid to flow into the primary reservoir. When the actuator pistons are positioned to fully extend the landing gear, an internal mechanical lock in the

159 King Air 200 The Training Workbook 159 nose gear actuator will lock the actuator piston to hold the nose gear in the down position. The main gears are held by a mechanical locking system. In this position, the internal locking mechanism in the nose gear actuator will actuate the actuator down lock switch to interrupt current to the pump motor. The motor will continue to run until all three landing gears are down and locked. A yellow HYD FLUID LOW annunciator located in the CAUTION/ ADVISORY panel will illuminate in the event the hydraulic fluid level in the landing gear power pack becomes critically low. When low fluid level is indicated, the landing gear should not be extended or retracted using the hydraulic power pack; however, the landing gear can be extended using the emergency extension hand pump. A sensing unit mounted on the motor end of the power pack provides the circuitry to illuminate the low-fluid light. The optically operated sensing unit has a self-test circuit. The integral self-test circuit is energized by a switch on the instrument panel and tests the sensing unit's internal circuitry. Manual landing gear extension is provided through a manually powered hydraulic system. If any of the following conditions exist, is likely that an unsafe gear indication is due to an unsafe gear and is not a false indication. 1) The inoperative gear down annunciator illuminates when tested. 2) The red light in the handle is illuminated. 3) The gear warning horn sounds when one or both power levers are retarded below a preset N1.

160 160 King Air 200 The Training Workbook A hand pump, placarded LANDING GEAR ALTERNATE EXTENSION, is located on the floor between the pilot's seat and the pedestal. The pump is used when emergency extension of the gear is required. To extend the gear with this system, pull the landing gear control circuit breaker on the pilot's inboard subpanel and place the landing gear control handle in the DN position. Remove the pump handle from the securing clip and pump the handle up and down to extend the gear. As the handle is pumped, hydraulic fluid is drawn from the hand pump suction port of the power pack and pumped through the power pack hand pump pressure port to the actuators. The pressure exerted on the secondary extend port of the actuators shifts the shuttle valves, allowing the fluid to enter the extend side of the actuator cylinders. As the actuator pistons move to extend the landing gear, the fluid in the actuators exits through the normal retract port of the actuators and is returned to the power pack through the normal retract plumbing. The fluid routed to the power pack hand pump pressure port from the hand pump unseats the internal dump valve of the pump to allow the return fluid to flow into the primary reservoir. As many as 80 full strokes may be required to fully extend the landing gear. Continue to pump the handle up and down until the green GEAR DOWN indicator lights on the pilot's inboard subpanel illuminate. Ensure that the pump handle is in the fully down position prior to placing the pump handle in the securing clip.

161 King Air 200 The Training Workbook 161 When the pump handle is stowed, an internal relief valve is actuated to relieve the hydraulic pressure in the pump. After a practice manual extension of the landing gear, the gear may be retracted hydraulically. WARNING AFTER AN EMERGENCY LANDING GEAR EXTENSION HAS BEEN MADE, DO NOT MOVE ANY LANDING GEAR CONTROLS OR RESET ANY SWITCHES OR CIRCUIT BREAKERS UNTIL THE CAUSE OF THE MALFUNCTION HAS BEEN DETERMINED AND CORRECTED. WARNING SYSTEM HYDRAULIC LANDING GEAR SYSTEM The landing gear warning system is provided to warn the pilot that the landing gear is not down during specific flight regimes. Various warning modes result, depending upon the position of the flaps. With the flaps in the UP or APPROACH position and either or both power levers retarded below approximately 80% N1, the warning horn will sound intermittently and the landing gear control handle lights will illuminate. The horn can be silenced by pressing the WARN HORN silence button adjacent to the landing gear control handle. The lights in the landing gear control handle cannot be canceled. The landing gear warning system will be rearmed if the power levers are advanced sufficiently. With the flaps beyond APPROACH position, the warning horn and landing gear switch handle lights will be activated regardless of the power settings, and neither can be canceled. A fill reservoir is located just inboard of the LH nacelle and forward of the front spar. It contains a cap and dipstick assembly which is marked HOT/FILL, COLD/FILL, to check system fluid level. TIRES The airplane utilizes a pair of 18x5.5 8 ply tires on each main gear assembly. However, an optional 10-ply-rated tire can be used. If one main tire becomes deflated, it should be possible to

162 162 King Air 200 The Training Workbook conclude operation in a safe and normal manner on the other tire. A 22x , 8-plyrated tire is installed on the nose gear. As an option, the standard main gear can be replaced with a high flotation gear. The main difference in this gear is that larger, low pressure 22x ply tires are utilized. The larger footprint (per gear average of 40.5 sq. in. on the high float versus 24.5 sq. in. on the standard gear) and lower ground contact pressure (per gear average of 72 P.S.I. on the high float gear versus 119 P.S.I. on the standard gear) of the high flotation landing gear make it more desirable for rough/soft field operations. PILOT TIP Tires that have picked up a film of fuel, hydraulic fluid, or oil should be washed down as soon as possible, in order to prevent deterioration of the rubber. Maintaining proper tire inflation pressures will help prolong tire service life. Check tires frequently to maintain pressures within recommended limits, and maintain equal pressures on both tires of each dual-wheel installation. Proper inflation pressures will help avoid damage from landing shocks, contact with sharp stones and ruts, and will minimize tread wear. When inflating the tires, inspect them for cuts, cracks, breaks, and tread wear. Inflate the standard main wheel tires (18x5.5) to 96 psi. Inflate the optional high flotation main wheel tires (22x6.7510) to 62 psi. Both the standard and high flotation configuration nose wheel tires should be inflated to between 55 and 60 psi. HYDRAULIC BRAKE SYSTEM The dual hydraulic brakes are operated by depressing the pilot's or copilot's rudder pedals. Airplanes prior to BB-666 are equipped with a shuttle valve adjacent to each set of pedals. The shuttle valve permits the changing of braking action from one set of pedals to the other so whoever brakes first has control. The dual brakes on airplanes BB-666 and after are plumbed in series so that if both crew members apply pedal force, the resulting total force is applied to the brakes. The pilot's master cylinders are plumbed through the copilot's master cylinders, thus allowing either set of pedals to perform the braking action and eliminating the need for shuttle valves. The depression of either set of pedals compresses the piston rod in the master cylinder

163 King Air 200 The Training Workbook 163 attached to each pedal. The hydraulic pressure resulting from the movement of the pistons in the master cylinders is transmitted through flexible hoses and fixed aluminum tubing to the disc brake assemblies on the main landing gear. This pressure forces the brake pistons to press against the linings and discs of the brake assembly. Dual parking valves are installed adjacent to the rudder pedals between the master cylinders of the pilot's rudder pedals and the wheel brakes. After the pilot's brake pedals have been depressed to build up pressure in the brake lines, both valves can be closed simultaneously by pulling out the parking brake handle on the left subpanel. This closes the valves to retain the pressure that was previously pumped into the brake lines. The parking brake is released when the brake pedals are depressed and the parking brake control is pushed in. Most aircraft are equipped with automatic brake adjusters. The automatic brake adjusters reduce brake drag, thereby allowing unhampered roll. Airplanes with the high flotation landing gear and brakes are not equipped with the automatic brake adjusters and cannot be reworked to accept them. Brake system servicing is limited primarily to maintain the hydraulic fluid level in the reservoir mounted in the upper LH corner of the aft bulkhead of the nose baggage compartment. A dip stick is provided for measuring the fluid level. When the reservoir is low on fluid, add a sufficient quantity of MIL-H-5606 hydraulic fluid to fill the reservoir to the full mark on the dipstick. Each wheel cylinder (except those airplanes equipped with optional brake deice) is provided with a means of conveniently checking brake wear. The distance between the piston housing and the lining carrier will increase with lining wear. When the distance exceeds inch (as indicated by the accompanying illustration) the brakes should be replaced. This check should be accomplished with brake pressure applied.

164 164 King Air 200 The Training Workbook PILOT TIP The parking brake should be left off and wheel chocks installed if the airplane is to be left unattended. Changes in the ambient temperature can cause the brakes to release or to exert excessive pressures. LANDING GEAR, TIRES AND BRAKE SYSTEM LIMITATIONS LANDING GEAR CYCLE LIMITS Landing gear cycles (1 up - 1 down) are limited to one every 5 minutes for total of 6 cycles followed by a 15 minute cool-down period. Maximum Landing Gear Operating Speed Do not extend or retract landing gear above the speeds given. Maximum Landing Gear Extended Speed WE Do not exceed this speed with landing gear extended. LANDING GEAR, TIRES AND BRAKE SYSTEM ABNORMAL PROCEDURES NONE BOLD TYPE INDICATES MEMORY ITEMS!

165 King Air 200 The Training Workbook 165 LANDING GEAR, TIRES AND BRAKE SYSTEM EMERGENCY PROCEDURES HYDRAULIC FLUID LOW (HYD FLUID LOW Annunciator) If HYD FLUID LOW annunciator illuminates during flight, attempt to extend the landing gear normally upon reaching destination. If the landing gear fails to extend, follow LANDING GEAR MANUAL EXTENSION procedures. LANDING GEAR MANUAL EXTENSION (HYDRAULIC SYSTEM) If the landing gear fails to extend after placing the Landing Gear Control down, perform the following: 1) Landing Gear Relay Circuit Breaker (pilot's subpanel) PULL 2) Landing Gear Control DN 3) Alternate Extension Handle - PUMP UP AND DOWN UNTIL THE THREE GREEN GEAR-DOWN ANNUNCIATORS ARE ILLUMINATED. WHILE PUMPING, DO NOT LOWER HANDLE TO THE LEVEL OF THE SECURING CUP DURING THE DOWN STROKE AS THIS WILL RESULT IN THE LOSS OF PRESSURE. If all three green gear-down annunciators are illuminated: 4) Alternate Extension Handle - STOW 5) Landing Gear Controls - DO NOT ACTIVATE (The Landing Gear Control and the Landing Gear Relay Circuit Breaker must not be activated. The landing gear should be considered UNSAFE until the system is cycled and checked with the airplane on jacks.) If one or more green gear-down annunciators do not illuminate for any reason and a decision is made to land in this condition: 6) Alternate Extension Handle - CONTINUE PUMPING UNTIL MAXIMUM RESISTANCE IS FELT. 7) Alternate Extension Handle - DO NOT LOWER. LEAVE AT THE TOP OF THE UP STROKE. Prior to Landing:

166 166 King Air 200 The Training Workbook 8) Alternate Extension Handle - PUMP UNTIL MAXIMUM RESISTANCE IS FELT. DO NOT STOW. After Landing: 9) Alternate Extension Handle - CONTINUE PUMPING, WHEN CONDITIONS PERMIT, TO MAINTAIN HYDRAULIC PRESSURE UNTIL THE GEAR CAN BE MECHANICALLY SECURED. DO NOT STOW HANDLE. DO NOT ACTIVATE THE LANDING GEAR CONTROL OR THE LANDING GEAR RELAY CIRCUIT BREAKER. THE LANDING GEAR SHOULD BE CONSIDERED UNLOCKED UNTIL THE SYSTEM IS CYCLED AND CHECKED WITH THE AIRPLANE ON JACKS. LANDING GEAR MANUAL EXTENSION (MECHANICAL SYSTEM) If the landing gear fails to extend after placing the Landing Gear Control down, perform the following: 1) Airspeed - ESTABLISH 130 KNOTS 2) Landing Gear Relay Circuit Breaker (pilot's subpanel) PULL 3) Landing Gear Control DN 4) Alternate Engage Handle - LIFT AND TURN CLOCKWISE TO THE STOP TO ENGAGE. 5) Alternate Extension Handle - PUMP UP AND DOWN UNTIL THE THREE GREEN GEAR-DOWN ANNUNCIATORS ARE ILLUMINATED. ADDITIONAL PUMPING WHEN ALL THREE ANNUNCIATORS ARE ILLUMINATED COULD DAMAGE THE DRIVE MECHANISM AND PREVENT SUBSEQUENT ELECTRICAL GEAR RETRACTION. If all three green gear-down annunciators are illuminated:

167 King Air 200 The Training Workbook 167 6) Alternate Extension Handle - DO NOT STOW (Proceed to step 8.) If one or more green gear-down annunciators do not illuminate for any reason and a decision is made to land in this condition: 7) Alternate Extension Handle - CONTINUE PUMPING UNTIL MAXIMUM RESISTANCE IS FELT, EVEN THOUGH THIS MAY DAMAGE THE DRIVE MECHANISM. 8) Landing Gear Controls - DO NOT ACTIVATE (The Landing Gear Control and the Landing Gear Relay Circuit Breaker must not be activated. The landing gear should be considered UNSAFE until the system is cycled and checked with the airplane on jacks.) LANDING GEAR, TIRES AND BRAKE SYSTEM EXPANDED PROCEDURES BRAKE DEICE CHECK 1) Power Levers 1,800 RPM (NOTE ITT) 2) Brake Deice Switch ON (DEICE LIGHT ON) 3) Left and Right ITT SLIGHT INCREASE 4) Brake Deice Switch OFF (ITT RETURN TO VALUE IN STEP 1)

168 168 King Air 200 The Training Workbook LANDING GEAR, TIRES AND BRAKE SYSTEM QUESTIONS 1) The maximum speed for alternate gear extension with the manual system is: a) 120 K b) 130 K c) 140 K d) 115 K 2) What is the tire pressure for the mains? For the nose gear tire? 3) Prior to serial number B666, who controls how much brake force is applied? a) The pilot. b) The co-pilot. c) The pilot who applied brakes first. d) The pilot who applies the most force to the brake pedals. 4) True or False: Brake wear can be checked during preflight. 5) Where is the brake fluid reservoir located? 6) When could you not silence the landing gear warning horn with the horn silence button? 7) If manually extending the landing gear, when would you stop pumping? Why? 8) Where is the landing gear relay control circuit breaker located? 9) The red light in the gear handle will illuminate when: a) The gear is not down and locked. b) The landing gear is not up and locked. c) The landing gear is in transit. d) All of the above. 10) The gear warning horn will sound when the gear is not down and: a) Either power lever is reduced to a certain setting.

169 King Air 200 The Training Workbook 169 b) The wing flaps are extended beyond the approach setting. c) The hydraulic system pressure falls below 1,500 psi. d) Both a and b. 11) The emergency landing gear extension system utilizes: a) A hand crank located behind the pilot's seat. b) A hand pump and release mechanism located in the cockpit. c) A nitrogen blow-down bottle. d) A mechanical drop-down release. 12) True or False: Once the gear has extended manually, it can be retracted normally. 13) Airspeeds for the landing gear: a) Maximum gear extended speed KCAS b) Maximum gear extension speed KCAS c) Maximum gear retraction speed KCAS 14) Is the parking brake hydraulic or mechanical?

170 170 King Air 200 The Training Workbook OBJECTIVES CHAPTER 9 PNEUMATIC AND VACUUM SYSTEM After completing this chapter, you will be able to: 1) State the air source for pneumatic operation. 2) State the vacuum source. 3) State acceptable pneumatic and vacuum gauge readings. 4) Describe pilot action to activate the surface deice system. DESCRIPTION The PNEUMATIC and VACUUM SYSTEMS training section of the workbook present a description and discussion of pneumatic and vacuum systems. The sources for pneumatic air, and vacuum along with acceptable gauge readings are discussed. PNEUMATIC - DESCRIPTION AND OPERATION Air temperature of approximately 650 F (depending on the power setting and ambient air temperature) is bled from each engine compressor at a flow rate sufficient to produce the 18 psi of pressure required to operate the bleed air warning system, the autopilot and the surface deicer system. The bleed air for these systems comes off the compressor bleed air line at each engine. This bleed air is routed aft from the engine to a firewall shutoff valve, through a check valve and on to a pressure regulator valve. The pressure regulator valve is located adjacent to the check valves under the RH seat deck immediately forward of the rear spar. The loss of heat in the pneumatic plumbing will reduce the temperature of the bleed air from a maximum temperature of 650 F to approximately 70 F above ambient air temperature by the time it reaches the pressure regulator valve. The regulator valve is set at approximately 18 psi of pressure and

171 King Air 200 The Training Workbook 171 incorporates a safety valve that will limit pressure to 3 psi higher than that setting as a safety feature in the event of regulator failure. From the pressure regulator valve, lines are routed to the various aircraft systems that utilize pneumatic pressure. VACUUM SYSTEM - DESCRIPTION AND OPERATION The vacuum system furnishes vacuum to operate the surface deice system, the copilot's gyro instruments, the air-operated turn and slip indicator, the vacuum (gyro suction) gage, and the cabin pressurization control system. The vacuum is produced by an ejector that is operated by the pneumatic system using bleed air from the engines. To produce the vacuum, pneumatic air is passed through the ejector venturi which draws air from the vacuum system regulator valve, the instrument air filter, the cabin pressure controller and the cabin safety outflow valve. Each of these components has filtered

172 172 King Air 200 The Training Workbook inlets that must be cleaned or replaced at a scheduled time. The vacuum is regulated by a vacuum regulator valve that admits into the system the amount of air required to maintain sufficient vacuum (5.9 in. Hg.) for proper operation of the vacuum-operated systems and components. The surface deicer system uses vacuum to deflate the deicer boots after being inflated by pneumatic pressure. The cabin pressurization control system uses vacuum to operate the controller and outflow valves. The vacuum ports of the flight instruments are plumbed to a vacuum manifold which is located to the right of the airplane centerline and aft of the pressure bulkhead. The instrument air inlet ports are plumbed to the air intake manifold that is connected to the instrument air filter. The port on the end of each manifold is plumbed to the vacuum (gyro suction) gage. The second port of each manifold is plumbed to the turn and slip indicator. When an electric turn and bank indicator is installed, these ports are capped. The third port of each manifold is plumbed to the directional gyro indicator. The fourth port of each manifold is plumbed to the gyro horizon indicator. PILOT TIP The instrument filter is located at the top of the avionics compartment and should be replaced every 500 hours. ENGINE BLEED-AIR-WARNING SYSTEM - DESCRIPTION AND OPERATION This system provides a visual warning of a rupture in a bleed-air or pneumatic line. The warning provides sufficient time to shut down the bleed-air firewall-shutoff valve on the affected side before the heat from the rupture has time to damage the structure, skin or adjacent components. The bleed- air lines from the engine to the cabin are shielded with oven insulation and foil tape to retain the bleed-air heat in the system and to protect nearby components. The bleed-air and pneumatic lines that run through the nacelles, center section, and fuselage are accompanied in close proximity by the bleed-air warning tubes. When the heat from a ruptured bleed-air or pneumatic line comes into contact with the plastic warning line, the warning line will melt and burst (at approximately 204 F), releasing 17 to 22 psi of internal pressure and triggering the applicable pressure switch. When the pressure at the switch drops to 1 to 2 psi, the switch closes

173 King Air 200 The Training Workbook 173 and illuminates the appropriate red BL AIR FAIL warning annunciator in the warning annunciator panel. The two pressure switches are mounted beside the pedestal under the copilot's floorboard. One switch monitors the warning system for the LH side of the airplane and the other switch monitors the system for the RH side of the airplane. The two switches and associated tubing are pressurized by air tapped off the deice manifold. The bleed-air warning lines have a clearance of one to four inches between the warning tubes and pneumatic lines.

174 174 King Air 200 The Training Workbook PNEUMATIC AND VACUUM SYSTEM LIMITATIONS PNEUMATIC GAGE Green Arc (Normal Operating Range) 12 to 20 psi Red Line (Maximum Operating Limit) 20 psi GYRO SUCTION GAGE Narrow Green Arc (Normal from 35,000 to 15,000 feet) 2.8 to 4.3 in. Hg Wide Green Arc (Normal from 15,000 feet to Sea Level) 4.3 to 5.9 in. Hg 35K marked on face of gage at 3.0 in. Hg 15K marked on face of gage at 4.3 in. Hg PNEUMATIC AND VACUUM SYSTEM EMERGENCY PROCEDURES BOLD TYPE INDICATES MEMORY ITEMS! BLEED AIR LINE FAILURE (L or R BL AIR FAIL Annunciator) Warning annunciators should be monitored during engine start procedure. Either engine will extinguish both annunciators upon starting. Illumination of a warning annunciator in flight indicates a possible rupture of a bleed air line aft of the engine firewall. 1) Bleed Air Valve (affected engine) - INSTR & ENVIR OFF position 2) Engine Instruments MONITOR

175 King Air 200 The Training Workbook 175 NOTE The bleed air warning annunciator will not extinguish after closing the Bleed Air Valve. NONE PNEUMATIC AND VACUUM SYSTEM ABNORMAL PROCEDURES PNEUMATIC AND VACUUM SYSTEM EXPANDED PROCEDURES VACUUM/PNEUMATIC PRESSURE CHECK (1,800 RPM) 1) Left Bleed-Air Switch INST/ENVIRO OFF 2) Pneumatic/Vacuum Gage PNEU 12-20/VAC psi 3) Right Bleed-Air Switch INST/ENVIRO OFF 4) Pneumatic/Vacuum Gage ZERO 5) Bleed-Air Warning Lights ILLUMINATED 6) Left Bleed-Air Switch OPEN 7) Pneumatic/Vacuum Gage PNEU 12-20/ VAC psi 8) Bleed-Air Warning Lights EXTINGUISH 9) Right Bleed-Air Switch OPEN

176 176 King Air 200 The Training Workbook PNEUMATIC AND VACUUM SYSTEM QUESTIONS 1) What is the purpose of the Bleed Air Failure warning lights? 2) What is the procedure if a Bleed Air Failure light illuminates in flight? 3) True or False: The Bleed Air Failure light will remain illuminated after closing the bleed air switch. 4) How is the vacuum source created? 5) True or False: The cabin pressurization control system uses valves to operate the controller and outflow. 6) The Bleed air warning line will melt and burst at approximately: a) 204ºC b) 204ºF c) 300ºF d) 250ºC 7) Normal gyro suction is psi. 8) Normal pneumatic pressure is psi.

177 King Air 200 The Training Workbook 177 CHAPTER 10 ANTI-ICE SYSTEM OBJECTIVES After completing this chapter, you will be able to: 1) Describe anti-icing systems. 2) Understand conditions requiring the use of anti-icing systems. 3) Explain operation of all anti-icing systems. 4) Describe means of verifying correct operation. 5) Describe use of alternate anti-icing systems. DESCRIPTION The ANTI-ICING SYSTEMS section of the workbook presents a description and discussion of the airplane anti-icing systems. All of the anti-ice and deice systems in this airplane are described in detail, showing location, controls, and how they are used. The purpose of this training unit is to acquaint the pilot with all the systems available for flight in icing or heavy rain conditions, and their controls. Procedures in case of malfunction in any system are included. This also includes information concerning preflight deicing and defrosting. Flight in known icing conditions requires knowledge of conditions conducive to icing and of all systems available to prevent excessive ice from forming on the airplane. ICE AND RAIN PROTECTION - DESCRIPTION AND OPERATION The airplane is equipped with a variety of ice and rain protection systems that can be utilized during inclement weather conditions. AIRFOIL

178 178 King Air 200 The Training Workbook The pneumatic deice boots on the wings and on the horizontal stabilizer remove ice formed during flight. Regulated bleed air pressure and vacuum are cycled to the pneumatic boots for the inflation-deflation cycle. The selector switch that controls the system permits automatic single-cycle operation or manual operation. The deice system is operated with bleed air pressure obtained from the engine compressors. This air is routed through a regulator valve that is set to maintain the pressure required to inflate the deice boots on the leading edge of each wing and the horizontal stabilizers. To assure operation of the system should one engine fail, a check valve is incorporated in the bleed line from each engine to prevent the escape of air pressure into the chamber of the inoperative compressor. The bleed air from the engine is also routed through ejectors that employ the venturi effect to produce vacuum for deflation of the deice boots and operation of certain flight instruments. The inflation and deflation phases of operation are controlled by means of distributor valves. The deice system is actuated by a three-way toggle switch on the LH subpanel. This switch is spring-loaded to return to the OFF position from either the MANUAL or SINGLE position. When the switch is pushed to the SINGLE position, one complete cycle of deicer operation automatically follows as the valves open to inflate the deice boots. After an inflation period of approximately 6 seconds for the wings and 4 seconds for the tail, a timer switches the valve to the VACUUM position and deflates the boots. When the switch is pushed to the MANUAL position, the boots will inflate and will stay in the inflated position as long as the switch is held in the manual position. Upon release of the switch, the distributor valves return to the VACUUM position and the deice boots remain deflated until the switch is actuated again.

179 King Air 200 The Training Workbook 179 For most effective deicing operation, allow at least 1/2 inch of ice to form before attempting ice removal. Very thin ice may crack and cling to the boots instead of shedding. Ice inspection lights are mounted on the outside of each engine nacelle and illuminate the leading edge of the wing. They are controlled by a single switch labeled ICE located on the pilot's right sub-panel. PILOT TIP The ice lights operate at a very high temperature. Do not operate for extended periods of time while on the ground. DEICE BOOT - PROTECTIVE COATING Age Master No. 1 and Icex coating are both products of the B.F. Goodrich Company. Age Master No. 1 is a liquid coating that protects rubber products from weathering and ozone and extends the life of the boots. Icex coating is a silicone-based coating specifically compounded to lower the strength of ice adhesion on the surface of the deicer boots. Icex will not damage the rubber boots and offers additional protection from the harmful elements of the atmosphere. Age Master No.1 Application Age Master No. 1 is a protective coating which chemically bonds with the rubber in the deicer boot and helps resist the deteriorating effects of ozone, sunlight, weather, oxidation and pollution. The coating should be applied as instructed on the label of the container. For continued protection of the boot surface, the coating should be applied every 150 hours. Two treatments per year should be adequate. Icex Application Icex coating is a silicone-based material that lowers the strength of ice adhesion on the surface of the deicer boots. When properly applied, Icex provides a smooth, polished film that evens out

180 180 King Air 200 The Training Workbook microscopic irregularities on the rubber surface. Ice formations have less chance to cling and are removed faster and cleaner when the boots are operated. Icex should be applied as instructed on the label of the container. AIR INTAKES INERTIAL ICE SEPARATION SYSTEM (BB-1443 AND PRIOR) An inertial ice separation system is installed in each engine air inlet to prevent moisture particles from entering the engine inlet during icing conditions. When icing conditions are encountered, a movable inertial ice vane is lowered into the inlet airstream to induce an abrupt turn in the airflow before entering the engine inlet screen. The heavy ice-laden air is then discharged overboard through a bypass door in the lower cowling at the aft end of the air duct. The inertial ice vane and bypass door are extended and retracted simultaneously through a linkage system connected to an electric actuator. The actuator is energized through a 3-position switch placarded ICE RETRACT, VANE -EXTEND - in the pilot's outboard subpanel. A mechanical backup system is provided which may be actuated by pulling the T-handles (placarded ICE VANE EMERGENCY MANUAL - PULL - LEFT ENG - RIGHT ENG) just below the left subpanel. When the ice vane switch is placed in the RETRACT position, the inertial ice vane and bypass door retract out of the airstream. When the vane is fully extended, micro switches on the vane linkage will illuminate the green L ICE VANE EXT and R ICE VANE EXT annunciators in the caution/advisory annunciator panel. When the ice vane switches on the subpanel are actuated,

181 King Air 200 The Training Workbook 181 they will energize a 15-second time-delay circuit. If full extension of the ice vanes is not attained in the 15 seconds, the amber L ICE VANE or R ICE VANE annunciators in the caution/advisory annunciator panel will illuminate, signaling a malfunction of the power actuator system. Full extension must then be accomplished with the manual override control. Once the manual override system has been operated, the electrical actuator will not actuate the linkage to the ice vane until the mechanical override has been manually disengaged. CAUTION TO AVOID DAMAGE TO THE LINKAGE, THE OVERRIDE ASSEMBLY MUST BE RESET BEFORE THE SYSTEM IS OPERATED ELECTRICALLY. The ice vane and bypass door should be either fully extended or fully retracted. There are no intermediate positions. In the retracted (non-icing) position, the annunciator lights will be off. PILOT TIP Icing conditions occur even though you are not getting surface ice. When in visible moisture at temperatures of +5ºC or colder, extend the ice vanes. DUAL-MOTOR INERTIAL ICE SEPARATION SYSTEM (BB-1444 AND AFTER) An inertial ice separation system is installed in each engine air inlet to prevent moisture particles from entering the engine inlet plenum during icing conditions. When icing conditions are encountered, a movable inertial ice vane is lowered into the inlet airstream to induce an abrupt turn in the airflow before entering the engine plenum. The heavy ice-laden air is then discharged overboard through a bypass door in the lower cowling at the aft end of the air duct. The inertial ice vane and bypass door are extended or retracted simultaneously through a linkage system connected to an electric dual-motor actuator. The dual-motor actuator is controlled with two switches for each of the left and right engine systems. The ACTUATOR switch is in the MAIN

182 182 King Air 200 The Training Workbook position except when the ACTUATOR STANDBY position is used to actuate the backup motor because the main motor is inoperable. Power is applied to the motor by placing the ENGINE ANTI-ICE LEFT and RIGHT switches in the ON position to extend or OFF position to retract. During non-icing conditions, the inertial ice vane and bypass door are in the retracted positions. In icing conditions, the inertial ice vane and the bypass door are fully extended by the main actuator motor. When the doors are fully extended, micro switches on the inertial ice vane linkage will illuminate the green L ENG ANTI-ICE or R ENG ANTI-ICE annunciators in the caution/advisory annunciator panel. When the control switches on the subpanel are actuated, a 33 second time-delay circuit is energized. If full extension of the ice vanes is not attained in the 33 seconds, the yellow L ENG ICE FAIL or R ENG ICE FAIL annunciator in the caution/advisory annunciator panel will illuminate to signal a malfunction of the main actuator motor. Full extension must then be accomplished with the standby actuator motor. The inertial ice vanes and bypass doors should be fully extended or fully retracted. There are no intermediate positions. In the non-icing position, the annunciator lights will be off. PILOT TIP The engine ice vanes should be extended for all ground operations to help prevent FOD. Always maintain oil temperature within limits. AIR INTAKE ANTI-ICE LIP The lip around each air intake leading edge is heated by hot exhaust gases to prevent the formation of ice during inclement weather. This system is in operation any time the engines are running. The anti-ice lip is riveted to the lower forward cowl assembly. On airplanes BB-1265 and prior, a scoop in each of the engine exhaust stacks deflects some of the hot exhaust gases downward into the hollow lip tube that encircles the engine air intake. The gases are exhausted through an opening at the bottom of the cowling immediately aft of the air intake. On airplanes BB-1266 and after, a scoop in the left exhaust stack on each engine diverts some of the hot exhaust gases

183 King Air 200 The Training Workbook 183 downward through a duct into the hollow lip tube that encircles the engine air intake. The exhaust is ducted into the right exhaust stack where it is expelled into the atmosphere. BRAKE DEICE SYSTEM Engine bleed air is routed by line and hose through a solenoid-operated shutoff valve to a distributor manifold that directs hot air to the brakes for deicing during inclement weather and conditions. The heated air for brake deicing is supplied by bleed air from the compressor of each engine. The brake deice system is plumbed into the bleed air system that provides air for surface deice and instrument vacuum operation. The engine bleed air is routed to each main gear wheel well. From there bleed air is routed through a distributor manifold and directed to the brake for each wheel. The brake deice system is controlled by an ON-OFF toggle switch mounted on the pedestal immediately aft of the pressurization controller. When this switch is in the ON position, power from the airplane electrical system is supplied to open the solenoid shutoff valves in each wheel well, allowing the hot bleed air to enter the distributor manifold for diffusion through the orifices to deice the brakes. This action also provides a signal to illuminate the BRAKE DEICE ON (green) light in the annunciator panel on the pedestal. If the pilot fails to turn the system off after takeoff, a timing circuit will cycle the deice system off after 10 minutes to shut off the flow of bleed air to the brakes to prevent damage through overheating. The system cannot be activated again until the landing gear has been cycled. The brake deice system is the single largest user of engine bleed air. If an engine failure occurs while brake deice is on, rudder boost may not be available because of insufficient differential pressure to activate the system.

184 184 King Air 200 The Training Workbook PILOT TIP The brake deice valves may become inoperative if the valves are not cycled at least once a day regardless of weather conditions. Do not leave the system on longer than required to do a function test if the OAT is above 15ºC. WINDOWS AND WINDSHIELDS Electrical heating elements embedded in the windshield provide adequate protection against the formation of ice while air from the cabin heating systems prevents fogging to ensure visibility during operation under icing conditions. Normally a constant temperature of 95ºF to 105ºF is maintained. Windshield heat switches are located on the pilot's subpanel (in-board) and are placarded ICE - WSHLD ANTI-ICE - NORMAL - OFF - HI - PILOT - COPILOT. Two levels of heat are provided. When the switches are in the NORMAL (up) position, heat is supplied to the major portion of the windshields. When they are in the HI (down) position, a higher level of heat is supplied to a smaller area of the windshields. Each switch must be lifted over a detent before it can be moved into the HI position. This lever-lock feature prevents inadvertent selection of the HI position when moving the switches from NORMAL to the OFF (center) position. Controllers with temperature-sensing units provide for proper heat at the windshield surfaces conditions. Either or both windshields can be heated at any time since overheating is prevented by thermal sensors. The heating elements are connected at terminal blocks in the corner of the glass to the wiring leading to the control switches mounted in the left sub-panel. Five-ampere circuit breakers, located on a panel on the forward pressure bulkhead, protect the control circuits. The power circuit of each system is protected by a 50-ampere circuit breaker located in the power distribution panel under the floor forward of the main spar.

185 King Air 200 The Training Workbook 185 PILOT TIP Erratic operation of the magnetic compass may occur while windshield heat is being used. To prolong the life of the windshield, turn on the windshield heat climbing through 10,000' and turn it off passing 10,000 feet in the descent unless in icing conditions below 10,000. If in icing conditions, the windshield heat should be on. PROPELLER DEICING The propellers are protected against icing by electrothermal boots that automatically cycle to prevent the formation of ice on each blade. The propeller electric deice system includes: an electrically heated boot for each propeller blade, a timer, an on-off switch and an ammeter. When the switch is turned on, the ammeter registers 14 to 18 amperes of current to the prop boots. The current flows from the timer through the brush assemblies to the slip rings, where it is distributed to the individual propeller deicer boots. Heat produced by the heating elements in the deicer boots reduces the adhesion of the ice. The ice is then removed by the centrifugal effect of the propeller and the blast of the airstream. Power to the deice boot heating elements is cycled in a continuous programmed sequence.

186 186 King Air 200 The Training Workbook Airplane serials BB-991 and prior are equipped with dual heating element deice boots. One element is for deicing the inner portion of the propeller blade and the other element deices the outer portion of the deicer blade. Power is cycled by the deicer timer to these heating elements in the following sequence: RH outboard, RH inboard, LH outboard and LH inboard. Each sequence has a 34-second duration and completes a full cycle every two minutes and sixteen seconds. NOTE The heating sequences for the deicer boots noted in the previous section are for normal operation. However, since the timer does not return to any given point when the power is turned off, it may restart at any sequence point. Airplane serials BB-992 and after are equipped with improved single heating element deicer boots. Power to these deice boots is cycled in 90-second phases. The first 90-second phase heats all the deicer boots on the RH propeller. The second phase heats all the deicer boots on the LH propeller. The deicer timer completes one full cycle every three minutes. As the deicer timer moves from one phase to the next, a momentary deflection of the propeller ammeter needle may be noted. A manual propeller deicer system is provided as a backup to the automatic system. A control switch located on the inboard LH subpanel controls the manual override relays. The

187 King Air 200 The Training Workbook 187 switch on airplane serials BB-991 and prior is placarded PROP-INNER-OUTER. When the switch is in the outer position, power is supplied to the outer heating elements of both propellers. When the switch is moved to the inner position, power is supplied to the inner heating elements of both propellers. The manual over-ride switch on airplane serials BB-992 and after is placarded PROP-MAN-OFF. When the switch is in the MAN position, power is supplied to the entire deice surface of both props. The manual override switch is of the momentary type and must be held in place until the ice has been dislodged from the propeller surface. Because the MANUAL mode bypasses the timer, the MANUAL deice system must be released after 90 seconds of operation. The load meters will indicate approximately a 0.5 increase of load when the manual propeller deicer system is in operation. The propeller ammeter will not indicate any load in the manual mode of operation. PILOT TIP Operating the propeller heat with the engines off will damage the heating elements. PITOT HEAT A heating element in the pitot mast prevents the pitot opening from becoming clogged with ice. The heating element is controlled by a switch placarded PITOT, LEFT and RIGHT located on the left inboard subpanel. It is not recommended to operate the pitot heat while on the ground except to test the system or to remove ice and snow from the mast. STALL WARNING VANE HEAT The lift transducer is equipped with anti-icing capability on both the mounting plate and the vane. The heat is controlled by a switch in the ice group located on the pilot's right sub-panel identified: STALL WARN. The level of heat is minimal for ground operation, but is automatically increased for flight operation through the left landing gear safety switch.

188 188 King Air 200 The Training Workbook PILOT TIP Prolonged use of the stall warning and pitot heat on the ground will damage the heating elements. WARNING THE HEATING ELEMENTS PROTECT THE LIFT TRANSDUCER VANE AND FACE PLATE FROM ICE. HOWEVER, A BUILDUP OF ICE ON THE WING MAY CHANGE OR DISRUPT THE AIRFLOW AND PREVENT THE SYSTEM FROM ACCURATELY INDICATING AN IMMINENT STALL. REMEMBER THAT THE STALL SPEED INCREASES WHENEVER ICE ACCUMULATES ON ANY AIRPLANE. FUEL VENTS The main and auxiliary fuel systems are vented through a recessed vent coupled to a static vent on the underside of the wing adjacent to the nacelle. One vent (NACA) is recessed to prevent icing. The second vent is heated to prevent icing and serves as a backup should the NACA vent become plugged. FUEL HEAT An oil-to-fuel heat exchanger, located on the engine accessory case, operates continuously and automatically to heat the fuel sufficiently to prevent ice from collecting in the fuel control unit. Each pneumatic fuel control line is protected against ice by an electrically heated jacket. Power is supplied to each fuel control air line jacket heater by two switches actuated by moving the condition levers in the pedestal out of the fuel cutoff range. Fuel control heat is automatically turned on for all flight operations and requires no action by the pilot. ANTI-ICING SYSTEMS LIMITATIONS

189 King Air 200 The Training Workbook 189 Minimum Ambient Temperature for Operation of Deicing Boots -40 C Minimum Airspeed for Sustained Icing Flight -140 Knots Sustained flight in icing conditions with flaps extended is prohibited except for approach and landings. ICE VANES, LEFT and RIGHT, shall be extended for operations in ambient temperatures of +5 C or below when flight free of visible moisture cannot be assured. ICE VANES, LEFT and RIGHT, shall be retracted for all takeoff and flight operations in ambient temperatures of above +15 C. Once the manual override system is activated (i.e., anytime the ICE VANE EMERGENCY MANUAL EXTENSION handle has been pulled out), do not attempt to operate the ice vanes electrically until the override assembly inside the engine cowling has been properly reset on the ground. Even after the manual extension handle has been pushed back in, the manual override system is still engaged. ANTI-ICE SYSTEM EMERGENCY PROCEDURES NONE ANTI-ICE SYSTEM ABNORMAL PROCEDURES ELECTROTHERMAL PROPELLER DEICE (Auto System) Abnormal Readings on Deice Ammeter. (Normal Operation: 14 to 18 amps) 1) Zero Amps: a) Prop Deice - CHECK AUTO b) If OFF, reposition to AUTO after 30 seconds. c) If in AUTO position with zero amps reading, system is inoperative: position the switch

190 190 King Air 200 The Training Workbook to OFF. d) Use manual backup system. (No deice ammeter indication - monitor loadmeter) 2) Below 14 amps: a) Continue operation. b) If propeller imbalance occurs, increase RPM briefly to aid in ice removal. 3) Over 18 amps: a) If the Auto Prop Deice circuit breaker switch does not trip, continue operation. b) If propeller imbalance occurs, increase RPM briefly to aid in ice removal. c) If the Auto Prop Deice circuit breaker switch trips, use the manual system. Monitor loadmeter for excessive current drain. d) If the Prop Deice Control circuit breaker or the Left or Right Prop Deice circuit breaker trips, avoid icing conditions. ELECTROTHERMAL PROPELLER DEICE (Manual System) On Airplanes Prior to BB-992: 1) To use manual system, hold switch in OUTER position for approximately 30 seconds, then in INNER position for approximately 30 seconds. 2) Monitor manual system current requirement using the airplane's loadmeters when the switch is in OUTER or INNER. A small needle deflection (approximately 5%) indicates the system is functioning. Airplanes BB-992 and After: 3) To use manual system, hold manual propeller deice switch in MANUAL position for approximately 90 seconds, or until ice is dislodged from blades. Monitor manual system current requirement with the airplane's loadmeters when the manual deice switch is in the MANUAL position. A small needle deflection (approximately 5%) indicates the system is functioning.

191 King Air 200 The Training Workbook 191 ENGINE ICE VANE-FAILURE (L or R ICE VANE Annunciator) 1) Ice Vane Control Circuit Breaker - PULL 2) Airspeed KIAS 3) Manual Extension Handle - PULL OUT (ICE VANE EXT annunciator Illuminated) 4) Airspeed - RESUME If ICE VANE EXT Annunciator Does Not Illuminate: 5) Exit icing conditions. 6) Manual Extension Handle - PUSH IN (to retract vanes when required) CAUTION DO NOT ACTIVATE ICE VANES ELECTRICALLY ONCE THE MANUAL SYSTEM HAS BEEN USED UNTIL THE OVERRIDE LINKAGE HAS BEEN RESET AFTER LANDING. NOTE The ICE VANE fail annunciator will be illuminated any time the position of the ice vane does not match the corresponding switch position. The switch may be repositioned to match the vane position without damaging the linkage as long as the Ice Vane Control circuit breaker is out. ANTI-ICE SYSTEM EXPANDED PROCEDURES BRAKE DEICE CHECK

192 192 King Air 200 The Training Workbook 1) Power Levers 1,800 RPM (NOTE ITT) 2) Brake Deice Switch ON (DEICE LIGHT ILLUMINATED) 3) Left and Right ITT SLIGHT INCREASE 4) Brake Deice Switch OFF (ITT RETURN TO VALUE IN STEP 1) ENGINE ICE VANES CHECK 1) Power Levers 1,800 RPM 2) Ice Vane Switches EXTENDED 3) Torque Drop CHECKED 4) Ice Vane Extended Lights ILLUMINATED 5) Ice Vane Bypass Door EXTENDED 6) Ice Vane Switches AS REQUIRED

193 King Air 200 The Training Workbook 193 ANTI-ICE SYSTEM QUESTIONS 1) Windshield heat: a) Affects the compass. b) Is used all the time. c) Is prohibited when outside air temperature is 30ºF or colder. d) Will shatter a cold soaked windshield. 2) Use the inertial separators whenever the temperature is and is present. 3) True or False: Use of flaps in icing condition is prohibited. 4) Minimum speed for flight in icing conditions is K. 5) Brake deice will terminate automatically: a) 15 minutes after gear retraction. b) 10 minutes after gear retraction. c) Does not terminate until switch is turned off. d) After gear is cycled. 6) True or False: The wing and tail boots sequence at the same time in the CYCLE position. 7) The engine inlet lips are heated by: a) Bleed air from the P3 section of the engine. b) Exhaust gases c) Electrothermal boots d) NACA design prevents icing of the inlets. 8) The deice boots should not be cycled if the outside air temperature is below: a) -50ºC b) -40ºC c) -40ºF d) -30ºC

194 194 King Air 200 The Training Workbook 9) True or False: Continuous use of the pitot on the ground is recommended. 10) If the boots are manually inflated for more than 10 seconds: a) The boots may develop rips and tears. b) The boots will automatically deflate. c) Ice may form on the expanded boot and not be removable. d) Add drag to the wing. 11) Define icing conditions. 12) Under what conditions is auto ignition required to be armed? 13) Under what conditions might you not want auto ignition to be armed? 14) Describe the working principle of the inertial separators ( ice vanes ). 15) How would you know if the inertial separators have actually lowered? 16) True or False: Damage will occur if windshield heat is used on the ground. 17) What caution should be considered regarding the use of windshield heat? 18) Under what conditions could the stall warning system be inaccurate? 19) On certain aircraft, should the inertial separators be operated electrically after the manual system has been engaged? 20) How can you check that the propeller deice timer is working correctly?

195 King Air 200 The Training Workbook 195 CHAPTER 11 FLIGHT CONTROLS OBJECTIVES After completing this chapter, you will be able to: 1) Explain the operation of the primary flight controls. 2) Describe the location and operation of the trim tabs and controls. 3) Explain the use of the control locks. 4) Explain the operation of the flaps. 5) Describe the stall warning system. 6) Describe the rudder boost system FLIGHT CONTROLS Dual controls are provided for the pilot and copilot. The ailerons and elevators are operated by conventional push-pull control yokes interconnected by a T-column. The flight controls are cable- operated conventional surfaces which require no power assistance for normal control by the pilot or copilot. All primary flight control surfaces are manually controlled through cable and bellcrank systems. Each system incorporates surface travel stops and linkage adjustments. The rudder pedals are interconnected by a linkage below the cockpit floor. The rudder pedal bellcranks are adjustable to two positions. The ailerons, elevators and rudder may be secured with control locks in the cockpit.

196 196 King Air 200 The Training Workbook Rudder/Trim Control Cables Elevator/Trim Control Cables PILOT TIP Do not push or pull the aircraft by the propellers or control surfaces ELEVATOR TRIM Manual control of the elevator trim is accomplished by utilizing a trim wheel located on the left side of the throttle pedestal. The electric elevator-trim system is controlled by an Elevator - On - Off switch located on the pedestal. It incorporates a dual-element thumb switch on each control wheel, a trim-disconnect switch on each control wheel, and a Pitch Trim circuit breaker on the right side panel.

197 King Air 200 The Training Workbook 197 The Elevator Trim switch must be on for the system to operate. Both elements of either dual-element thumb switch must be simultaneously pushed forward to achieve nose-down trim and moved aft for nose-up trim. When the trim switch is released, it returns to the center (Off) position. Any activation of the trim system by the copilot's trim switch can be overridden by the pilot's trim switch. A before take-off check of both dual element thumb switches should be made by moving each of the four switch elements individually. One switch element should not activate the system. A two level, push-button, momentary-on, trim-disconnect switch is located inboard of the trim switch on the outboard grip of each control wheel. The electric elevator-trim system can be disconnected by depressing either of these switches. If the autopilot is engaged, depressing either trim-disconnect switch to the first of the two levels disconnects the autopilot and the yaw damp system. Depressing the switch to the second level disconnects the autopilot, the yaw damp system, and the electric elevator-trim system. A green annunciator on the caution/advisory annunciator panel placarded ELEC TRIM OFF, alerts the pilot whenever the system has been disabled with a trim-disconnect switch and the Elevator Trim switch is on. The system can be reset by recycling the Elevator Trim switch on the pedestal. The manual- trim control wheel can be used to change the trim anytime, whether or not the electric trim system is in the operative mode.

198 198 King Air 200 The Training Workbook PILOT TIP Do not allow the trim system to move past the limits on the elevator trim indicator either manually, electrically or by the autopilot. CONTROL LOCKS The control locks are provided to prevent movement of the controls while the airplane is parked. The control lock consists of a U-shaped clamp and two pins connected by a chain. The pins lock the primary flight controls and the U- shaped clamp fits around the engine power control levers and serves to warn the pilot not to start the engine with the control locks installed. It is important that the locks be installed or removed together to preclude the possibility of an attempt to taxi or fly the airplane with the power levers released and the pins still installed in the flight controls. GROUND MOORING/TOWING Three tie-down eyes are provided, one on each wing and another on the tail. To secure the airplane, chock all the wheels fore and aft and tie the airplane down utilizing all three tie-down points. CAUTION REMOVE THE CONTROL LOCKS BEFORE TOWING THE AIRPLANE. IF TOWED WITH A TUG WHILE RUDDER LOCK IS IN PLACE, SERIOUS DAMAGE TO THE STEERING LINKAGE MAY OCCUR.

199 King Air 200 The Training Workbook 199 With the tow bar connected to the nose strut, the airplane can be steered with the nose wheel when moving it by hand or with a tug. When moving the airplane, do not push on the surfaces. CAUTION NEVER TOW OR TAXI THE AIRPLANE WITH A FLAT STRUT. EVEN BRIEF TOWING OR TAXING IN THIS CONDITION WILL RESULT IN SEVERE DAMAGE. NEVER EXCEED THE TURNING LIMITS MARKED ON THE NOSE GEAR STRUT DURING GROUND HANDLING. IF THE TURN LIMITATION IS EXCEEDED DURING GROUND HANDLING, DAMAGE TO THE STEERING LINKAGE AND NOSE STRUT WILL OCCUR. WING FLAPS The King Air is equipped with Fowler type flaps that extend down and aft. The 200 knot operational speed limit for flaps provides for easy traffic pattern transition. Flaps are selectable to 3 positions: up, approach (14 degrees), and down (35 degrees). If a go-around is initiated with flaps fully extended, retraction to either approach or full up positions can be accomplished with a single switch position selection. The airplane's flap tracks are not exposed when flaps are retracted. This design eliminates exposed surfaces that could collect ice and potentially interfere with flap operation. The flaps-- two panels on each wing-- are driven by an electric motor

200 200 King Air 200 The Training Workbook through a gearbox mounted on the forward side of the rear spar. The motor incorporates a dynamic braking system which helps to prevent overtravel of the flaps. The gearbox drives four flexible drive shafts connected to a jack- screw actuator at each flap. A split flap safety mechanism for each pair of flaps is provided to disconnect power to the electric motor in the event of any flap panel to be approximately three to six degrees out-of-phase with the other flaps. On aircraft BB-2 through BB-1438, the flaps are operated by a sliding switch lever located just below the condition levers. Flap travel, from 0% (fully up 0 ) to 100% (fully down 35 ) is registered in percentage on an electric flap indicator at the top of the pedestal forward of the power levers. The indicator is operated by a potentiometer driven by the right inboard flap. Any of the three flap positions, UP, APPROACH or DOWN may be selected by moving the flap selector lever up or down to the selected switch position indicated on the pedestal. A side detent provides for quick selection of the APPROACH position (40% flaps). From the UP position to the APPROACH position, the flaps cannot be stopped at an intermediate point. Between the APPROACH position and DOWN, the flaps may be stopped as desired by moving the handle to the DOWN position until the flaps have moved to the desired position, then moving the flap handle back to APPROACH. The flaps may also be raised to any position between DOWN and APPROACH by raising the handle to UP until the desired setting is reached, then returning the handle to APPROACH. The APPROACH detent acts as a stop for any position greater than 40%. Moving the flap handle out of the UP position renders the landing gear warning horn silence function inoperative. With the flap handle out of the UP position, the landing gear warning horn can be silenced only by lowering the landing gear or advancing the power levers. A second approach position switch will cause the warning horn to sound continuously when the flaps are lowered beyond the approach position until the landing gear is extended, regardless of the power lever setting. On BB-1439 and later, all three flap positions, UP, APPROACH or DOWN may be selected by moving the flap selector lever up or down to the selected switch position indicated on the pedestal. However unlike the earlier models, the flaps cannot be stopped in between any of the three positions. The flap motor is protected by a 20-ampere flap motor circuit breaker (placarded FLAP MOTOR) located on the left circuit breaker panel below the fuel control panel. A 5-ampere circuit breaker placarded FLAP CONTROL is also located on this panel. This circuit provides power for the flap position indicator and the split-flap safety mechanism.

201 King Air 200 The Training Workbook 201 YAW DAMPER Supplement. The Yaw Damper system is designed to provide the pilot with help in maintaining directional control and increase ride comfort. The system can be used at any altitude but must be operational above 17,000 feet. The system is normally incorporated in the autopilot. Operating instruction can be found in the Flight Manual STALL WARNING SYSTEM The stall warning system provides precise pre-stall warning to the pilot by activating the warning horn when excessive angles of attack are reached. The activation level of the horn is changed by the flap position. STALL WARNING ACTIVATES 5-13 Knots above stall in Clean Configuration 5-12 Knots above stall with Flaps 40% 8-14 Knots above stall at Flaps 100% The stall warning system consists of the following major components: 1) The lift computer 2) A stall warning horn 3) A squat switch (LH only) 4) A stall warning test switch 5) A five-amp circuit breaker (furnishing power for the system) 6) A lift transducer

202 202 King Air 200 The Training Workbook The stall warning horn will not sound when the full weight of the aircraft is on the landing gear because the landing gear squat switch opens the stall warning horn circuit; consequently, moving the stall warning vane up during preflight does not sound the warning horn. When the weight of the aircraft is off the landing gear, the squat switch closes the circuit so that the warning horn can be actuated by an incipient stall. The system has a heater that can be selected by the pilot prior to entering icing conditions. RUDDER BOOST A rudder boost system is provided to aid the pilot in maintaining directional control in the event of an engine failure or a large variation of power between the engines. Incorporated into the rudder cable system are two pneumatic rudder-boosting servos that actuate the cables to provide rudder pressure to help compensate for asymmetrical thrust. During operation, a differential pressure valve accepts bleed air pressure from each engine. If the pressure varies between the bleed air systems, the shuttle valve in the differential pressure valve moves toward the low pressure side. As the pressure difference reaches a preset tolerance, a switch on the low pressure side closes, activating the rudder boost system. The system is designed only to help compensate for asymmetrical thrust. Appropriate trimming is to be accomplished by the pilot. Moving either or both of the bleed air valve switches on the copilot's subpanel to the INSTR & ENVIR OFF position will disengage the rudder boost system. The system is controlled by a toggle switch, placarded RUDDER BOOST - ON - OFF, and located on the pedestal below the rudder trim wheel. The switch is to be turned ON before flight. A preflight check of the system can be performed during the run-up by retarding the power on one engine to idle and advancing power on the opposite engine until the power difference between the engines is great enough to close the switch that activates the rudder boost system. Movement of the appropriate rudder pedal will be noted when the switch closes, indicating the system is functioning properly for low engine power on that side. Repeat the check with opposite power settings to check for movement of the opposite rudder pedal. The rudder boost system may not operate if the Brake Deice system is active. FLIGHT CONTROL LIMITATIONS MANEUVER LIMITS

203 King Air 200 The Training Workbook 203 The BEECHCRAFT Super King Air B200 and B200C are Normal Category Airplanes. Acrobatic maneuvers, including spins, are prohibited. FLIGHT LOAD FACTOR LIMITS FLIGHT CONTROL EMERGENCY PROCEDURES BOLD TYPE INDICATES MEMORY ITEMS! FLIGHT CONTROLS UNSCHEDULED ELECTRIC ELEVATOR TRIM 1) Airplane Attitude - MAINTAIN (using elevator control) 2) Control Wheel Disconnect Switch - DEPRESS FULLY (2nd level, ELEC TRIM OFF annunciator -ILLUMINATED) NOTE Autopilot will disengage when the disconnect switch is depressed. 3) Manually retrim airplane. 4) Elevator Trim - OFF CAUTION DO NOT REACTIVATE ELECTRIC TRIM SYSTEM UNTIL CAUSE OF MALFUNCTION HAS BEEN DETERMINED. UNSCHEDULED RUDDER BOOST ACTIVATION

204 204 King Air 200 The Training Workbook Rudder boost operation without a large variation of power between the engines indicates a failure of the system. 1) Directional Control - MAINTAIN USING RUDDER PEDALS 2) Rudder Boost - OFF If Condition Persists: 3) Rudder Boost Circuit Breaker - PULL 4) Either Bleed Air Valve - INSTR & ENVIR OFF 5) Rudder Trim - AS REQUIRED 6) Perform normal landing. FLIGHT CONTROL ABNORMAL PROCEDURES FLAPS UP LANDING Refer to the POH PERFORMANCE Section, for Flaps Up Landing Distance and Approach Speed. 1) Approach Speed - CONFIRM 2) Autofeather (if installed) - ARM 3) Pressurization - CHECK 4) Cabin Sign - NO SMOKE & FSB 5) Flaps UP

205 King Air 200 The Training Workbook 205 CAUTION DO NOT SILENCE THE LANDING GEAR WARNING HORN, SINCE THE FLAP ACTUATED PORTION OF THE LANDING GEAR WARNING SYSTEM WILL NOT BE ACTUATED DURING A FLAPS-UP LANDING. 6) Landing Gear - DN 7) Lights - AS REQUIRED NOTE Under low visibility conditions, landing and taxi lights should be left off due to light reflections. 8) Radar - AS REQUIRED 9) Surface Deice - CYCLE (as required) NOTE If crosswind landing is anticipated, determine Crosswind Component from the PERFORMANCE section of the POH. Immediately prior to touchdown, lower upwind wing and align the fuselage with the runway. During rollout, hold aileron control into the wind and maintain directional control with rudder and brakes. Use propeller reverse as desired. When Landing Assured: 10) Approach Speed - ESTABLISHED 11) Yaw Damp - OFF 12) Propeller Levers - FULL FORWARD

206 206 King Air 200 The Training Workbook 13) Power Levers - IDLE After Touchdown: 14) Power Levers - LIFT AND SELECT REVERSE 15) Brakes - AS REQUIRED FLIGHT CONTROLS EXPANDED PROCEDURES OVERSPEED GOVERNOR/RUDDER BOOST TEST 1) Rudder Boost Switch ON 2) Propeller Levers FULL FORWARD 3) Propeller Test Switch HOLD TO TEST 4) Left Power Lever 1,800 RPM 5) Left Overspeed Governor/Rudder Boost CHECK (1,870 ± 40) 6) Left Power Lever IDLE 7) Right Power Lever 1,800 RPM 8) Right Overspeed Governor/Rudder Boost CHECK (1,870 ± 40) 9) Propeller Test Switch RELEASED Electric Elevator Trim 1) Verify that the ELEV TRIM switch is on. 2) Check operation of the dual-element thumb switches.

207 King Air 200 The Training Workbook 207 WARNING OPERATION OF THE ELECTRIC TRIM SYSTEM SHOULD OCCUR ONLY BY MOVEMENT OF PAIRS OF SWITCHES. ANY MOVEMENT OF THE ELEVATOR TRIM WHEEL WHILE ACTUATING ONLY ONE SWITCH DENOTES A SYSTEM MALFUNCTION. IF A MALFUNCTION OF THE ELECTRIC TRIM SYSTEM IS INDICATED, ELECTRIC TRIM MUST BE DISENGAGED AND TRIM CHANGES MADE WITH MANUAL TRIM ONLY.

208 208 King Air 200 The Training Workbook FLIGHT CONTROLS QUESTIONS 1) Is rudder boost required to be operative for flight? 2) What may be the result if rudder boost and brake deice are used at the same time? 3) True or False: The rudder boost system may be tested by advancing the power levers and turning off one bleed air control switch. 4) Where is the rudder boost switch located? 5) List the maximum flap air speeds: a) Approach flaps KCAS. b) Full flaps KCAS. 6) Explain how to select 60% flaps. 7) In what range could you not select intermediate flaps? 8) Where is the circuit breaker located for flap motor power? How about the control circuit? 9) Refer to the emergency procedures. List the procedures for the flap system. 10) Is any one of the four flap segments different than the others? 11) Where is the aileron trim tab located? 12) Where is the electric trim switch located? 13) True or False: The flaps have no asymmetrical protection. 14) The yaw damper must be operational above what altitude? 15) True or False: The flight controls are hydraulically operated.

209 King Air 200 The Training Workbook ) The wing flaps are: a) Fowler b) Split c) Plain

210 210 King Air 200 The Training Workbook CHAPTER 12 PITOT STATIC SYSTEM OBJECTIVES After completing this chapter, you will be able to: 1) Identify the major components of the pitot static system. 2) Describe how the pilot and copilot instruments receive pitot and static pressure. 3) Be able to drain the pitot static system. 4) Describe the alternate static source. PITOT AND STATIC PRESSURE SYSTEM The pitot and static pressure system provides a source of impact pressure and static air for operation of selected flight instruments. The pitot portion of the system is comprised of the pitot mast mounted on each lower side of the nose, the wiring connecting the heating element of the mast into the electrical system and the tubing between the mast and the airspeed indicators. The impact pressure entering the masts is transmitted to the dual airspeed indicators mounted on the instrument panel through separate tubing routed along each upper side of the nose compartment. Since the pitot mast is the lowest point in each line from the airspeed indicators, the resultant natural drainage eliminates the need for drain valves. Two circuit breaker switches on the left inboard subpanel control the heating elements that prevent the pitot openings in the mast from becoming clogged with ice. The static portion of the system includes two static ports on each side of the fuselage aft of the aft pressure bulkhead. Lines connect the static ports to the instruments in the crew compartment and an alternate line supplies static air for the pilot's instruments should the fuselage static ports become obstructed. The static lines are routed from the static ports to the top center of the fuselage and immediately over to the right side of the fuselage. They are then routed forward along the fuselage beneath the windows

211 King Air 200 The Training Workbook 211 to the rate-of-climb indicator, altimeter and airspeed indicator at the instrument panel. The static line drain valves are located behind the access door located in the lower right flight compartment wall adjacent to the instrument panel. The static lines should be drained any time the aircraft has been exposed to rain, either on the ground or during flight. Should abnormal or erratic instrument readings indicate that the normal static source is restricted; the alternate air source may be utilized. This alternate system supplies static air from the interior of the aft fuselage. The alternate static air line is routed through the aft pressure bulkhead forward along the right side of the fuselage to the static air selector valve. This selector valve is located below the copilot's circuit breaker panel adjacent to the instrument panel. The static air selector valve is held in the normal position by a clip. The alternate air source is selected by raising the clip and moving the toggle from NORMAL to ALTERNATE. The pilot's instruments then function on the alternate air source. OUTSIDE AIR TEMPERATURE The outside air temperature indicator is installed in the pilot's overhead panel or the pilot's left sidewall panel. The indicator dial is on the inside of the compartment with the stem of the instrument protruding through the skin of the airplane. The instrument is hermetically sealed against dust and moisture. The instrument consists of a bimetal element which is attached to the staff and pointer. A hollow stainless steel stem encloses the element. A sunshield is installed over the stem for protection. PITOT STATIC SYSTEM LIMITATIONS NONE PITOT STATIC SYSTEM EMERGENCY PROCEDURES NONE PITOT STATIC SYSTEM ABNORMAL PROCEDURES

212 212 King Air 200 The Training Workbook PILOT'S ALTERNATE STATIC AIR SOURCE THE PILOT'S ALTERNATE STATIC AIR SOURCE SHOULD BE USED FOR CONDITIONS WHERE THE NORMAL STATIC SOURCE HAS BEEN OBSTRUCTED. When the airplane has been exposed to moisture and/or icing conditions (especially on the ground), the possibility of obstructed static ports should be considered. Partial obstructions will result in the rate of climb indication being sluggish during a climb or descent. Verification of suspected obstruction is possible by switching to the alternate system and noting a sudden sustained change in rate of climb. This may be accompanied by abnormal indicated airspeed and altitude changes beyond normal calibrated differences. Whenever any obstruction exists in the Normal Static Air System, or when the Alternate Static Air System is desired for use: 1) Pilot's Static Air Source (right side panel) - ALTERNATE 2) For Airspeed Calibration and Altimeter Correction, refer to the PERFORMANCE section of the POH. NOTE Be certain the static air valve is in the NORMAL position when the alternate system is not needed.

213 King Air 200 The Training Workbook 213 PITOT STATIC SYSTEM QUESTIONS 1) What are the restrictions against the use of pilot heat? 2) Describe how L & R pitot masts provide separate pitot pressure to pilot and co-pilot airspeed indicators. 3) Where is the location of the emergency (alternate) static source? 4) Does this source provide alternate static pressure to pilot and co-pilot or pilot only? 5) When should the static air line drain petcocks be drained? Why? 6) Why would you not drain them in normal flight after leaving a heavy rainstorm?

214 214 King Air 200 The Training Workbook CHAPTER 13 OXYGEN SYSTEM OBJECTIVES After completing this chapter, you will be able to: 1) Identify the major components which make up the oxygen system. 2) Explain the emergency procedures regarding the use of oxygen. 3) Be familiar with the time of useful consciousness at varying altitudes. OXYGEN SYSTEM - DESCRIPTION AND OPERATION A push/pull handle (PULL ON - System READY), located aft of the overhead light control panel, is used in conjunction with the automatically deployed passenger oxygen system. This handle operates a cable which opens and closes the shut-off valve located at the oxygen supply bottle in the aft, unpressurized area of the fuselage. When this handle is pushed in, no oxygen supply is available anywhere in the airplane. It should be pulled out prior to engine starting to ensure that oxygen will be immediately available anytime it is needed. When this handle is pulled out, the primary oxygen supply line is charged with oxygen, provided the oxygen supply bottle is not empty (check the oxygen supply pressure gage on the right subpanel and verify that sufficient oxygen is available for the flight). The primary oxygen supply line delivers oxygen to the two crew oxygen outlets in the cockpit, to the first aid oxygen outlet in the toilet area, and to the passenger oxygen system shutoff valve. The crew is provided with diluter-demand, quickdonning oxygen masks. These masks hang on the aft cockpit partition behind and outboard of the pilot and copilot seats. They are held in the armed position by spring-tension clips, and can be donned immediately with one hand. The diluter-demand crew masks deliver oxygen to the user only upon inhalation. Consequently, there is no loss of oxygen when the masks are plugged in and the PULL - ON - System READY handle is pulled out, even though oxygen is immediately available upon demand. A small lever on each diluter-demand oxygen mask permits the selection of two modes of operation: NORMAL and 100%. In the NORMAL position, air from the cockpit is mixed with the oxygen supplied through the mask. This reduces the rate of depletion of the

215 King Air 200 The Training Workbook 215 oxygen supply, and it is more comfortable to use than 100% aviators breathing oxygen. However, in the event of smoke or fumes in the cockpit, the 100% position should be used to prevent the breathing of contaminated air. For this reason, the selector lever should be left in the 100% position when the masks are not in use. Anytime the primary oxygen supply line is charged, oxygen can be obtained from the first aid oxygen mask located in the toilet area, by manually opening the overhead access door (placarded FIRST AID OXYGEN - PULL) and opening the ON-OFF valve inside the box. A placard (NOTE: CREW System MUST BE ON) reminds the user that the PULL ON - System READY handle in the cockpit must be pulled out before oxygen will flow from the first aid oxygen mask. The passenger oxygen system is of the constant flow type. Anytime the cabin pressure altitude exceeds approximately 12,500 feet, a barometric-pressure switch automatically energizes a solenoid which opens the passenger oxygen system shut-off valve. The pilot can open the valve manually anytime by pulling out the PASSENGER MANUAL Over-RIDE handle, located aft of the overhead light control panel. Once the passenger oxygen system shut-off valve has been opened (either automatically or manually), oxygen will flow into the passenger oxygen supply line, if the primary oxygen system line has been charged (i.e., if the oxygen supply bottle contains oxygen and the PULL ON - System READY handle in the cockpit is pulled out). When oxygen flows into the passenger oxygen system supply line, a pressure-sensitive switch in the line closes a circuit to illuminate the green PASS OXYGEN ON annunciator on the cautionary/ advisory annunciator panel. This switch will also cause the cabin lights (all fluorescent lights, the foyer light and the center baggage compartment light) to illuminate in the full bright mode, regardless of the position of the interior lights switch placarded CABIN LIGHTS - START BRIGHT - DIM -OFF located on the copilot's left subpanel. The pressure of the oxygen in the passenger oxygen system supply line then automatically extends a plunger against each of the passenger oxygen mask dispenser doors, forcing the doors open. The oxygen masks then drop down about 9 inches below the dispensers. The lanyard valve pin at the top of the oxygen mask hose must be pulled out in order for oxygen to flow from the mask. The pin is connected to the oxygen mask via a flexible cord; when the oxygen mask is pulled down for use, the cord pulls the pin out of the lanyard valve. The lanyard valve pin must be manually reinserted into the valve in order to stop the flow of oxygen when the mask is no longer needed. The passenger oxygen can be shut off and the remaining oxygen isolated to the crew and first aid outlets by pulling the OXYGEN CONTROL circuit breaker in the ENVIRONMENTAL group on the right side panel, providing the PASSENGER MANUAL O'RIDE handle is pushed in to the OFF position

216 216 King Air 200 The Training Workbook AUTO DEPLOYMENT PASSENGER OXYGEN SYSTEM The auto deployment passenger oxygen system is operated by two push-pull control cables and a barometric pressure switch. The push-pull control cables are located overhead between the pilots. On airplanes BB-1444 and after, the push-pull control cables are located on the sides of the control pedestal. The left control cable operates the oxygen system shutoff valve and places the system in the ready mode when the knob is pulled. If this handle is pushed in, no oxygen supply is available anywhere in the airplane. The right cable is the passenger manual-override control to the shutoff valve that manually turns the passenger oxygen on or off. This valve is normally in the OFF position and will not be used unless the barometric pressure switch fails to operate when the cabin depressurizes. The barometric pressure switch automatically releases passenger oxygen and deploys the passenger oxygen masks when the cabin altitude reaches 12,500 feet. The released oxygen pressure actuates a plunger in each of the oxygen auto deployment boxes which causes the dispenser door to open and drop the oxygen masks. After the masks are deployed, the oxygen valve lanyard pin must be pulled for oxygen to flow to each mask. When the masks are no longer required, the lanyard pin is reinserted to stop the flow of oxygen. After operation by the barometric pressure switch, the passenger oxygen can be shut off by pulling the oxygen control circuit breaker. This will limit the remaining oxygen to the crew and first aid outlets. OXYGEN CYLINDERS The Auto Deployment Oxygen System uses steel oxygen cylinders that are available in four sizes. The standard system utilizes the 22-cubic-foot cylinder and the optional systems use the 49-, 64-or the 76-cubicfoot cylinder. The regulators for these cylinders provide a constant flow of 200 LPM at a pressure of 70 psi. Oxygen cylinders used in the airplane are of two types. Light weight cylinders, stamped "3HT" on the plate on the side, must be hydrostatically tested every three years and the test date stamped on the cylinder. This bottle has a service life of 4,380 pressurizations or 24 years, whichever occurs first, and then must be discarded. Regular weight cylinders, stamped "3A" or "3AA", must be hydrostatically tested every five years and stamped with the retest date. Service life on these cylinders is not limited.

217 King Air 200 The Training Workbook 217 PILOT TIP Offensive odors may be removed from the oxygen system by purging. This should be accomplished anytime the system pressure drops below 50psi. OXYGEN PRESSURE-SENSE SWITCH The oxygen pressure-sense switch is located in the passenger oxygen line in the aft cabin ceiling. When the passenger manual-override shutoff valve is opened, oxygen pressure is released to the oxygen mask overhead containers and to the pressure-sense switch. The actuated pressure-sense switch will illuminate the PASS OXY ON annunciator in the instrument panel advising the crew that the masks are deployed and oxygen is available to the passengers.

218 218 King Air 200 The Training Workbook Auto Deployment Oxygen System Installation

219 King Air 200 The Training Workbook 219 OXYGEN SYSTEM LIMITATIONS FILLING THE OXYGEN SYSTEM When filling the oxygen system, only use Aviator's Breathing Oxygen, MIL WARNING DO NOT USE MEDICAL OR INDUSTRIAL OXYGEN. IT CONTAINS MOISTURE WHICH CAN CAUSE THE OXYGEN VALVE TO FREEZE. OXYGEN SYSTEM EMERGENCY PROCEDURES BOLD TYPE INDICATES MEMORY ITEMS! USE OF OXYGEN WARNING THE FOLLOWING TABLE SETS FORTH THE AVERAGE TIME OF USEFUL CONSCIOUSNESS (TUC) (TIME FROM ONSET OF HYPOXIA UNTIL LOSS OF EFFECTIVE PERFORMANCE) AT VARIOUS ALTITUDES. Cabin Pressure Altitude TUC 35,000 feet 1/2-1 minute 30,000 feet 1-2 minutes 25,000 feet 3 to 5 minutes

220 220 King Air 200 The Training Workbook 22,000 feet 5 to 10 minutes 12-18,000 feet 30 minutes or more 1) Oxygen System Ready - PULL ON (verify) 2) Crew (Diluter Demand Masks) - DON MASKS 3) Mic Selector - OXYGEN MASK 4) Audio Speaker - ON 5) Passenger Manual Drop Out - PULL ON 6) Passengers - PULL LANYARD PIN, DON MASK 7) Oxygen Duration - CONFIRM (See OXYGEN SYSTEM in Section IV, NORMAL PROCEDURES for duration tables) 8) First Aid Oxygen - AS REQUIRED a) Oxygen Compartment - PULL OPEN b) ON/OFF Valve ON c) Mask DON AUTO-DEPLOYMENT OXYGEN SYSTEM FAILURE (ALT WARN Annunciator Illuminated, PASS OXY ON Annunciator Not Illuminated) 1) Passenger Manual Drop Out - PULL ON 2) First Aid Mask (if required) - DEPLOY MANUALLY To Isolate Oxygen Supply to the Crew and First Aid Mask: 3) Oxygen Control Circuit Breaker - PULL 4) Passenger Manual Drop Out - PUSH OFF OXYGEN SYSTEM ABNORMAL PROCEDURES NONE

221 King Air 200 The Training Workbook 221 OXYGEN SYSTEM QUESTIONS 1) Why is it unnecessary to remove the oxygen filler valve access plate (on the right rear fuselage) to check oxygen system pressure? 2) What is the normal system pressure for a full bottle? 3) List some precautions to observe during oxygen purging or filling. 4) Assuming a well-maintained oxygen system, what must the crew do to obtain oxygen? What must passengers do to obtain oxygen? 5) What is the average TUC at 25,000 feet? 6) True or False: It is acceptable to use medical oxygen if aviator's breathing oxygen is not available. 7) True or False: If the passenger oxygen masks dropped, the lanyard valve pin at the top of the oxygen mask hose must be pulled out in order for oxygen to flow from the mask. 8) At what cabin altitude will the passenger masks drop automatically? 9) What is the difference between Normal and 100% on the crew masks? 10) Will pulling the passenger manual over-ride handle turn on the cabin lights?

222 222 King Air 200 The Training Workbook CHAPTER 14 POWER SETTINGS AND PROFILES

223 King Air 200 The Training Workbook 223 CAUTION To ensure constant reversing characteristics, the propeller control must be in full increase RPM position. If possible, propellers should be moved out of reverse at approximately 40 knots to minimize blade erosion. Care must be exercised when reversing on runways with loose sand, dust or snow on the surface. Flying gravel will damage propeller blades and dust or snow may impair the pilot's visibility. PILOT TIP Reverse is most effective at higher speeds and braking is most effective at lower speeds.

224 224 King Air 200 The Training Workbook CAUTION To ensure constant reversing characteristics, the propeller control must be in full increase RPM position. If possible, propellers should be moved out of reverse at approximately 40 knots to minimize blade erosion. Care must be exercised when reversing on runways with loose sand, dust or snow on the surface. Flying gravel will damage propeller blades and dust or snow may impair the pilot's visibility. PILOT TIP Reverse is most effective at higher speeds and braking is most effective at lower speeds.

225 King Air 200 The Training Workbook 225

226 226 King Air 200 The Training Workbook CAUTION To ensure constant reversing characteristics, the propeller control must be in full increase RPM position. If possible, propellers should be moved out of reverse at approximately 40 knots to minimize blade erosion. Care must be exercised when reversing on runways with loose sand, dust or snow on the surface. Flying gravel will damage propeller blades and dust or snow may impair the pilot's visibility. PILOT TIP Reverse is most effective at higher speeds and braking is most effective at lower speeds.

227 King Air 200 The Training Workbook 227 CAUTION To ensure constant reversing characteristics, the propeller control must be in full increase RPM position. If possible, propellers should be moved out of reverse at approximately 40 knots to minimize blade erosion. Care must be exercised when reversing on runways with loose sand, dust or snow on the surface. Flying gravel will damage propeller blades and dust or snow may impair the pilot's visibility. PILOT TIP Reverse is most effective at higher speeds and braking is most effective at lower speeds.

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